1922 Stutz Series K

The Ideal Motor Car Company officially became the Stutz Motor Car Company in 1913. Although a young company, they had cemented their reputation on the bricks at Indy when Gil Anderson drove a car - built by Harry Clayton Stutz and his friend Henry Campbell - to an 11th-place finish at the inaugural 500-mile race. The car had been built in just five weeks before it was brought to the Indianapolis 500 in 1911, and its impressive 11th-place finish earned it the moniker, 'The Car That Made Good in a Day.' The cars built by Henry Stutz became revered for their high performance, sporting persona, and superb craftsmanship.

Stutz cars would win eight out of ten national events before being crowned America's racing champion in 1915 after winning the AAA Championship Car season.

Cannon Ball Baker drove a stock example on a record-breaking cross-country run, from the Midwest to the West Coast - on roads that were virtually nonexistent - shattering the existing record and making the crossing in 11 days, seven-and-a-half hours. During this grueling challenge, the total damage to the Bearcat was one broken shock absorber clip. This accomplishment, along with many others, led to the nickname 'The Sturdy Stutz.'

Harry Stutz
Harry Stutz was a self-taught engineer who built his first car in 1897, followed by a second in 1900, using a gasoline engine of his own design and manufacture. Near the close of 1902, he sold his Stutz Manufacturing Company to Lindsay Automobile Parts Company of Indianapolis, and he moved there along with the business. Joined by two other individuals, Stutz established Central Motor Car Company. By the end of 1904, he had accepted a job with the Schebler Carburetor Company, and the following year he designed a car for the American Motor Car Company.

In 1907, Mr. Stutz became chief engineer and factory manager at Marion Motor Car Company. He also became one of the company's racing drivers.

In 1910, Stutz formed the Stutz Auto Parts Company to manufacture his transaxle.

The car built by Harry Stutz for the 1911 Indianapolis 500 race only stopped for fuel and tires. It was dependable and competitive, and Stutz moved quickly to capitalize on the success, putting his Bear Cat (later, Bearcat) into production.

'Win on Sunday, sell on Monday.' The publicity generated by the Stutz motorsport program fueled its road-going business. Seeking capital for expansion, Stutz met a New York stockbroker named Allan A. Ryan, and in 1916, Stutz Motor Car Company of America was listed on the New York Stock Exchange. Ryan's business style made Harry Stutz uncomfortable, so he resigned in the middle of 1919 and started again by founding his H. C. S. Motor Car Company.

Stutz Bearcat
The Stutz Bearcat is considered among the best-engineered and most powerful machines of the Nickel Era. They were lightweight and minimalistic, vaunted champions of the board tracks and the foremost competitor to the Mercer Raceabout. These early American two-seat sports cars were initially available in four colors: Yellow, Mercedes Red, Vermilion, and Monitor Grey. Priced at approximately $2,000, they came equipped with Bosch ignition, a three-speed transaxle, a tool kit, and a Warner speedometer.

The Stutz passenger car chassis measured 130 inches; the Bearcat was shorter and lighter, with a wheelbase size of 120 inches. Initially, power was sourced from either four- or six-cylinder engines. The definitive version featured the 390 cubic-inch (6.39 liter), straight-four-cylinder engine produced by the Wisconsin Motor Manufacturing Company of Milwaukee and delivering 60 horsepower. The six-cylinder was optional beginning with the Series E of 1913 for an extra $250.

The Bearcat had minimal bodywork, accouterments, creature comforts, or safety features. It had open bucket seats, a small, round 'monocle' windscreen in front of the driver, a 'dog house' hood, and a cylindrical fuel tank on a short rear deck. The factory 'White Squadron' racers were devoid of fenders; the road-going Bearcat did have fenders, a trunk, and lights.

Period factory literature from 1913 described the Bearcat as 'designed to meet the needs of the customer desiring a car built along the lines of a racing car with a slightly higher gear ratio than our normal torpedo roadster, has met with great favor with motor car owners and meets the demand for a car of this class.'

The doorless body style continued through 1916, as the Series S Bearcat of 1917 introduced an enclosed cockpit with step-over sides. Beneath the bonnet was a new Stutz-designed 360 cubic-inch (5.9 liter) 16-valve four-cylinder engine cast from a single block. Drawing heavily on Stutz's racing experience, the engine had a heat-treated nickel crank and camshafts. With a single Stromberg carburetor, the T-head unit produced 83 horsepower.

The 1917 Stutz Bearcat had its center of gravity even lower by placing the tank down low in the rear, with a rear deck fitted to hold a couple of raked spares in racing fashion.

The Series H Bearcat of mid-1919 introduced cut-down sides which made getting into and out of the cockpit easier.

By the close of 1919, the Bearcat was priced at $3,250, and with the Series K of 1920, prices rose to $3,900.

The Series K of 1920 introduced an all-new 'D-H' engine with a detachable cylinder head, allowing for complete accessibility of the valves, cylinders, and pistons from the top of the motor. Period literature stated that the new 'D-H' engine 'increases acceleration by 90 percent from 10 to 60 miles per hour and provides a 40 percent greater speed range, allowing for sustained cruising at higher speeds without overtaxing the power plant. ' The sixteen-valve four-cylinder engine produced 90 horsepower. 'Irresistible pulling power with silent smoothness at slowest speeds' stated Stutz.

Overview
• 1912: Series A 'Bear Cat'
• 1913: Series E Added a starter and electric lights.
• 1917: Series S Enclosed cockpit with step-over sides; new Stutz-designed 360-cubic-inch (5.90 L) 16-valve four-cylinder engine.
• 1919: Series G
• Mid-1919: Series H Cut-down body sides for easier entry/exit. New colors of yellow, elephant gray, and royal red
• 1920: Series K (in 1921, the Series K was given a new 'DH' engine with a detachable head)
• 1922: The Bearcat disappeared from the catalogue
• 1923: The roadster was renamed the Bearcat
• 1924: The Bearcat once again disappeared
• 1931: The Bearcat was re-introduced with the DV-32 (32-valve) eight-cylinder engine
• 1933: The 'Super Bearcat' was introduced with full weather protection and higher performance
• 1934: Stutz ended production.

While the Mercer was lightweight and agile, the Stutz had approximately twenty percent more displacement and could more than hold its own down the open road. The potent engine was complimented by the Stutz transaxle and well-designed frame which offered precise handling and excellent weight distribution.

The Stutz Bearcat excelled in its purpose but was produced in very small numbers due to its expense and little practicality.

1922 Stutz Series K
The 1922 Stutz Series K had a 130-inch wheelbase and was powered by a four-cylinder engine. The Bearcat rested on a shorter 120-inch wheelbase platform and was priced at $3,250. The three-passenger coupe was priced at $4,800, the roadster at $3,250, the six-passenger tourer at $3,350, and the four-passenger Sport at $3,350.

by Daniel Vaughan | Apr 2024