1929 Stutz Model M

American manufacturer Stutz returned to international racing in 1928 at the 24 Hours of LeMans, following an absence of over a decade. A stock Stutz had been entered by a French syndicate, finishing 2nd overall with an average speed of 106.53 mph. This would be the finest finish by an American car at LeMans until Ford's GT40 triumph beginning in 1966.

The Stutz Model engine, named the Challenger, was an overhead-cam eight. When the cylinder wars escalated, Stutz found itself without the necessary financial resources to build a bigger engine. Instead, they developed a centrifugal blower and mounted it at the front of the engine, between the front frame irons. A control on the dashboard engaged the blower, forcing additional oxygen through the carburetor by a long pipe. When the supercharger was engaged, it was estimated that the Stutz engine developed 185 brake horsepower.

Stutz vehicles returned to the LeMans race in 1929. Three examples were entered this time, with one being sent to Europe through U.K. distributor Warwick Wright Ltd. of New Bond Street, London. Another was sponsored by the Paris dealership, and another by Charles Weyman. During the race, one of the cars retired in 4th place, while another finished 5th overall. Bentley had captured the first four places.

Racing was certainly part of the company's pedigree, and they were known as the 'car that made good in a day.' The day was May 30th of 1911, when a Harry Clayton Stutz-designed car competed in the inaugural Indianapolis 500. Ray Harroun won the race in a Marmon, and the Stutz finished in eleventh place - an impressive accomplishment for a car that was completed just days before the race. This testament to the ingenuity, quality, and durability launched production of the Stutz Model A. Their legacy would include the memorable Bearcat speedster model, and a racing team called the 'White Squadron' powered by specially-designed overhead cam four-valve engines from 1915 to 1917.

The history was not without its instability. When Harry Stutz left the company, it came under the direction of Hungarian-born engineer Fredrick Moskovics. Moskovics completely redesigned the Stutz car and fitted them with a new six-cylinder overhead cam engine. They were given a double-drop chassis frame, worm gear rear axle, four-wheel hydraulic brakes, and safety glass. The brakes, termed 'hydrostatic' (Timken hydrostatic), used water with an anti-freeze additive, a rather ingenious design for its era. This was a one-year-only product. Later, Lockheed hydraulics with oversized finned drums were placed on all four wheels.

The Model M, introduced in 1929, was the last Stutz Moskovics was responsible. They were given an enlarged engine of 322.1 cubic inches, the result of boring it an eighth of an inch. The transmission was first a three-speed Warner, then a new four-speed transmission from Detroit Gear and Machine with a stump-pulling ratio on the first gear. The gearbox also had a 'Noback' device which provided a mechanical hill-holding function. Stutz would eventually go back to the three-speed Warner in 1931. The Stutz hydraulic brakes were fitted with a B-K vacuum booster, and the Bijur central lubrication system was also standard equipment. The open-body styles were built by LeBaron and delivered in 'the white' for finishing at Indianapolis.

LeBaron Carrossiers, Inc.
In 1920, Raymond Dietrich and Thomas Hibbard formed LeBaron Carrossiers, Inc. in New York City. Both individuals were former Brewster designers and selected the LeBaron name due to its French connotations. The company's business model differed from the conventional coachbuilder of the time - they handled the designs and then would have them constructed by independent coachbuilders. Their earliest customer was the New York branch manager for Packard, who commissioned LeBaron to design a seven-passenger limousine; Fleetwood built the body. This order was soon followed by orders from Lincoln, helping to increase the company's notoriety, reputation, and financial stability. The clientele list would go on to include Minerva, Fiat, Hispano-Suiza, Packard, Pierce-Arrow, Rolls-Royce, Mercedes-Benz, Cadillac, and more.

Safety Stutz
The 1928 eight-cylinder 'Safety Stutz' model won every American Stock Car race entered and was declared World's Champion. LeBaron had penned two custom Blackhawk Speedster bodies that had the required four seats. The example entered by the French Stutz agent at LeMans in 1928 had held the lead for much of the race, outpacing an entire team of works Bentleys. Had it not lost its high gear late in the race, it would have certainly finished first, rather than second.

The 1929 Stutz Model M rested on a 134.5-inch wheelbase platform and was powered by an 8-cylinder engine. A dizzying array of body styles were offered, including open and closed cars with seating capacities from 2- to 7-passengers. The further enhance the European-inspired Stutz chassis, a series of Continental-style bodies were commissioned for 1928 and continued into the early 1930s. Each body style was given the name of European locations such as Versailles, Biarritz, Chamonix, Fontainebleau, and Monte Carlo.

by Daniel Vaughan | Aug 2019