1927 Stutz Model AA

In 1898, at the age of 22, Harry Stutz proved his talents and mechanical skills by assembling his first gasoline-powered vehicle on his family's farm in Ansonia, Ohio. Capable of driving under its own power, it was named 'Old Hickory' as it was constructed from discarded agricultural equipment components. By 1906, he was an employee of American Motors where he designed a 30-40 horsepower touring car. The following year, he joined Marion Motors as chief engineer, where he designed a rear axle-mounted transaxle.

In 1910, Stutz left Marion to start his own venture, Stutz Auto Parts Company, with the financial backing of his friend Henry Campbell to manufacture the transaxle he had designed. The company was soon tasked with designing a car dubbed the 'Empire' by the individuals who recently had the Indianapolis Motor Speedway paved with bricks. With the funds from the project, Stutz created a vehicle entirely of his own, taking just five weeks to create his first automobile. It was powered by a 398 cubic-inch Wisconsin T-head four-cylinder with four valves per cylinder, driving one of his own transaxles, and wearing a purposeful and minimalistic open coachwork.

The first Stutz racer entered into the inaugural Indianapolis 500-mile race immediately after completion. The project was done in haste, hoping to make the start of the race and leaving no time for any pre-race testing. Despite the lack of preparation, testing, or fine-tuning, the car finished 11th out of 22 entries. Shortly thereafter, the Ideal Motor car company was formed with Campbell's financial backing. The first cars to roll off the production line were in 1911 and were essentially identical copies of the Indianapolis race car with the addition of fenders and lights. They used a T-head Wisconsin four-cylinder engine with 60 horsepower, right-hand steering, and a Stutz-designed transaxle. By 1917, Stutz began using engines of their own creation.

The Stutz Company of Indianapolis, Indiana, enjoyed early success with its motorcars, but sales stagnated during the early 1920s as it was slow to adapt to new ideas, technologies, and designs. As many of its competitors in the upper-middle price range began to introduce new eight-cylinder models, Stutz clung to its six. In 1922, Stutz vehicles finally migrated to left-hand-drive on closed models, and as late as 1923, most Stutz bodies were open models.

Near the close of 1925, Hungarian-born Frederick E. Moscovics arrived at Stutz as the new general motor. He was tasked with modernizing Stutz and given a budget of over $1 million. He quickly abandoned the existing models and commissioned a completely new car known as the Vertical Eight with Safety Chassis.

Through the years that followed, the Stutz returned to prosperity, but as the close of the 1920s came into view, the Stutz Motor Company was involved with several lawsuits, including a breach of contract regarding engine building and over the design of the low-slung worm gear that they had been using. These lawsuits, coupled with dwindling sales due to the Great Depression, crippled the company. Production in 1930 was just 1,500 units, and by 1934, only six Stutz cars were produced. That same year, the factory closed its doors, and the Stutz marque was added to the vast list of companies that did not survive the Great Depression.

The Stutz Eight

Fred Moskovics was a brilliant man and visionary who had built a solid reputation for himself in the auto industry. While at Marmon, he led the company to its most charismatic and high-performance products to date. His ideas for the automobile industry were influenced by the sophisticated machines from Europe and integrated with the designs and technology produced across the Atlantic. To that end, the new Eight-cylinder 'Safety Stutz' was highly sophisticated, using ten main bearings, dual ignition, dual throat carburetion, chain-driven overhead camshafts, and cross-flow porting. The new chassis was equally impressive, developed to complement the performance of the new engine. The Timken worm drive rear axle allowed the whole chassis to rest considerably lower than many other conventional chassis of the era. Stopping power was initially provided by a Timken hydrostatic setup, later replaced by Lockheed hydraulic brakes with oversized finned drums at all four corners. The transmission was initially a three-speed Warner setup.

The 1927 Stutz 'Safety Stutz' Vertical Eight Model AA won every American Stock Car race entered and was declared World's Champion. It set a 24-hour speed record, averaging 68 mph over 24 hours. LeBaron created two custom Blackhawk Speedster bodies, and Stutz designed and built the four-passenger speedster. The Stutz four-passenger body was created for races that required four seats, including the 24 Hours of LeMans. A French Stutz agent entered a stock example of the Stock Stutz Blackhawk Four-Passenger Speedster in the 1927 LeMans race. The Stutz proved its potential early in the race, leading an entire team of works Bentleys, and held onto the lead for much of the race. The ambitions of finishing first came to an end when the Stutz lost high gear later in the race, forcing the Stutz to finish second.

The 1926 Stutz Vertical Eight was offered on a 131-inch chassis. In 1927, the 131-inch platform was joined by a longer 145-inch version along with several new body styles. The list of existing styles included a four- and five-passenger Speedster, four-passenger coupe, brougham, sedan, and a rumble seat coupe. A seven-passenger sedan and Berline were new body styles, resting on the longer wheelbase. The boat-tail design made its debut in 1927 and was the first American car with this style of coachwork.

The 298.6 CID SOHC inline eight-cylinder engine developed 95 horsepower and was backed by a three-speed manual gearbox. The suspension was comprised of a solid front and a live rear axle with semi-elliptic leaf springs. Prices were in the $3,100 range for most body styles except for the 7-passenger cars, which were priced at approximately $3,700.

The 1927 Stutz was the modern successor to the legendary Stutz Bearcat of the Brass Era and America's fastest production car of the time.

by Dan Vaughan

Boattail Speedster

Prior to World War II, there were very few attempts at American-built cars contesting the grueling 24 Hours of LeMans. In the late 1920s, Stutz made a serious effort and was nearly rewarded with the ultimate prize for their efforts. In 1928, they finished second behind a Bentley. This amazing finish proved to the world that America could make a car that could compete in the most intense endurance race and battle European makes.

by Dan Vaughan

Boattail Speedster by Bohman & Schwartz

Stutz automobiles have always been known for their sporting qualities. The well-known Bearcat was one of the great early American sports cars and was the principal rival of Mercer at the racetrack. In 1927, the Blackhawk Speedster continued the Stutz reputation as a fast and sporting car by winning the Stevens Trophy Cup in record time as well as the AAA Stock Car Championship. In the following year, on the beach at Daytona, it became America's fastest production car. This Model AA is powered by a 298 cubic-inch, straight-eight engine. Fed by dual Zenith carburetors, it develops 95 bhp. The centrally lubricated chassis of the AA featured an underslung worm drive, which allowed for the production of low and intoxicatingly sensuous bodies. This one-off Bohman & Schwartz body features teardrop fenders, a low split windshield, 17-inch drop-center wire wheels, and Ryan headlights. The original cost of this Speedster was $3,195, and it is the only one of its kind in existence today.

Boattail Speedster

The first Black Hawk Speedsters appeared in the Stutz AA line in 1927 and featured lightweight bodies built by Robbins. They were recognized as the fastest American car of its time. Power was from a 298 cubic-inch, 95-horsepower overhead camshaft engine that utilized a twin-ignition system with dual spark plugs for each cylinder.

After twenty-four years in production, production ended in 1935 due to the Great Depression.

by Dan Vaughan

Speedster by Robbins Body Corp
Chassis number: AA-C18-86501
Engine number: 84675

This is a Stutz Vertical Eight Custom Black Hawk Two-Passenger Speedster by Robbins. The known ownership history of this car begins in 1947, when it was in the care of Bruce Robbins of Pasadena, California. At the time, it was largely complete, including the original boattail bodywork, except the fenders. Correct fenders were modified from those taken from a Stutz touring car of this period. The missing windshield was recreated, with a borrowed original used as a pattern. The exterior was finished in red with black fenders.

Mr. Robbins later sold his Stutz to Edward Fenton of Los Angeles, and then in 1959, it came into the care of William F. Harrah for Harrah's Automobile Collection in Reno, Nevada.

When Mr. Harrah learned that the paint scheme was not original to the car, he commissioned his shop to perform a 'Gold Star' restoration. Work began around 1960 and was finished in January 1963. During the work, it was discovered that the serial number plate on the dashboard was not correct and that a previous owner had welded into the chassis an incorrectly numbered cross-member from a 1928 Stutz. Harrahs then assigned the car chassis number AA-C18-86501, which is correct to the 1927 series and does not conflict with any other known Stutz.

The car remained on display in Harrah's Automobile Collection until 1985, when it was sold to the late Sam Vaughn of Texas. After Mr. Vaughn's passing, the car went into the ownership of another collector, Herbie Livingston. The current owner purchased it from Mr. Livingston. The new owner commissioned a new restoration based on the original restoration file. After the work was completed, it earned CCCA Premier status. It was also driven by the owner and his wife on a number of 1,000-mile CARavans.

This Boattail Speedster is powered by a 298.6 cubic-inch SOHC inline eight-cylinder engine developing 110 horsepower. There is a 3-speed manual transmission and four-wheel hydraulic drum brakes.

by Dan Vaughan

Boattail Speedster

There is no doubt that Harry Stutz was one of the great auto pioneers of the last century. One of his forays into the automobile manufacturing business was the design of the engine for the American Motor Car Company's Underslung model.

The Stutz Company was based in Indianapolis, Indiana. Production began shortly after the turn of the century and continued until 1935. Originally founded as the Ideal Motor Car Company in 1911, Stutz decided to gain recognition by entering a car into the Indy 500. In their first attempt, they finished 11th, and shortly thereafter, Stutz renamed the company to the Stutz Motor Car Company.

Performance was the idea, and the Stutz Bearcat was the result. Featuring a four-cylinder engine with four valves per cylinder, the car had great torque and exceptional speed. Following in its footsteps was the Black Hawk Speedster, as seen here. This was the very first 'boat-tail' speedster produced by an American Auto Manufacturer.

With a powerful straight eight engine, the car was a delight to drive and extremely fast on the track. It was, as many would agree, America's fastest production car at the time. And, during the roaring 1920s, the rich and powerful wanted style and speed. The Black Hawk Speedster certainly gave them both!

Harry C. Stutz was born in 1876. He grew up on the family farm, where he often helped repair their farm equipment. This led to a fascination with engines, and in 1897, he built his first car; soon after, he began designing and creating engines. The Stutz Company, based in Indianapolis, Indiana, introduced its first production vehicle in 1911. The vehicle, after only five months of design and build, was immediately entered in the inaugural Indianapolis 500-mile race where it captured an 11th-place finish. Not bad for its first vehicle and first race. Throughout the company's life span, it would endure good and bad times. The Stutz Company was in production during World War I and the Great Depression, both responsible for negatively affecting Industry.

Stutz will be forever remembered for their Bearcat model, a vehicle produced until 1925. This pure-bred race car had an aggressive and masculine stance; the interior was void of luxury and amenities. With its high-revving straight 8-cylinder overhead camshaft engine and lightweight construction, the vehicle was poised to compete in national and international competitions.

In 1919, Harry Stutz was forced by stockholders to leave his company. In 1922, Charles Schwab was given control of the company. In 1925, Schwab gave control of the company to Frederick Moskovics. Moskovic planned to revitalize the company by shifting the priorities from racing to producing luxurious automobiles. This did not mean that the company was to abandon its racing heritage, rather, Moskovics wanted to expand its racing prowess by entering International competitions. The 24 Hours of Le Mans is a grueling endurance battle that tests stamina, speed, and durability. In 1928 a Stutz Series BB Black Hawk Speedster, driven by Edouard Brisson and Robert Bloch, was entered in the French LeMans race. The vehicle did well, leading for most of the race. Halfway through the 22nd hour, the gearbox broke on the Stutz, and a Bentley 4.5-liter was able to secure a first-place finish. The Stutz was second, the best an American car had ever placed in this prestigious race.

In 1929, the Stutz Company decided to increase their chances of victory by entering more than one vehicle into the Le Man's race. The vehicles were designed and prepared especially for the race. Gordon Buehrig was tasked with designing the bodies for the 2-seater sportscars. A modified 5.5-liter straight 8-cylinder with a supercharger was placed in the front and powered the rear wheels. Three vehicles entered by Stutz Paris, Colonel Warwick Wright, and Charles Weymann were anxiously anticipating a repeat of the prior year's success or possibly an overall victory. Sadly, only one vehicle would finish. Behind a fleet of Bentley's was the Stutz, followed by a Chrysler 75. With a fifth-place finish, the Stutz cars were no match for the powerful and agile Bentley Speed Six models.

In the early part of 1929, Moskovics resigned and Edgar Gorrell assumed the duties of the president. Many manufacturers were developing multi-cylinder cars, which attracted a larger market share of the already small luxury car market. The Stutz Company was not in a financial position to develop an engine of this caliber. Instead, Stutz embarked on developing an inline eight-cylinder engine with single overhead cams. The result was the SV16, representing the side-valve 16, meaning that one exhaust and one intake valve per cylinder were allocated for the eight cylinders. By using the name SV16, it gave the vehicle an allure of equal capacity to other nameplates such as the Cadillac and Marmon V16. The SV-16 came equipped with windshield safety glass and hydrostatic brakes. The chassis sat lower than most of the competition, giving it an advantage through turns. During its production run, around 100 examples were produced.

Following on the heels of the SV16 was the DV-32. The engine featured updraft Schebler carburetors and four valves per cylinder equaling 32 valves and dual overhead camshafts. The power plant was capable of producing 156 horsepower. The vehicle sat atop a 145-inch wheelbase and was outfitted with Stutz 8 hubcaps. At $6,400, these vehicles were extremely expensive at the time.

The Stutz 8 was produced from 1926 through 1935. The engine produced just over 90 horsepower. Within a few years, horsepower had been increased to over 115.

In 1928, the Blackhawk series was introduced. These sports cars were affordable, competitive, and compact, outfitted with a powerful engine.

During the close of the 1920's, the Stutz company was riddled with lawsuits, including 'breach-of-contract' over engine building. James Scripps-Booth entered a lawsuit about the low-slung worm drive design Stutz had been using. The Stutz Company was beginning to fall on hard times.

The demise on the race track would slowly transcend to the marketplace. For all of 1930, there were less than 1500 cars produced. Sales declined even more in the following years, and in 1934, after only six Stutz cars were produced, the factory closed its doors. This is not to suggest the racing results were solely responsible for the company's woes. The Great Depression crippled and destroyed many auto manufacturers at this time. Competition in design and technology was ever-present and the dependable, mass-produced, low-cost automobile manufacturers were in the best positions to come out on top. The Stutz Company had an impressive racing heritage and its automobiles are legendary. The Stutz name is respected by many, including those overseas.

In 1968 a New York banker named James O'Donnell incorporated Stutz Motor Car of America. Ghia was commissioned to create a design for the Stutz Blackhawk, which was shown to the public in 1970. Sales continued for more than a decade, selling very strongly until 1987. Production slowed from 1987 until 1995, when production ceased.

by Dan Vaughan

The Stutz Series M coupe was introduced in 1929 and featured an auxiliary trunk, a rumble seat, and dual side-mount spare tires and wire wheels. Right above the front bumper is driving lights that turn in synchronization with the steering.

Before the Series M was the introduction of the Stutz Vertical Eight in 1926, which is considered to be 'the most European of the US auto designs of the era'. The Stutz Model M Supercharged Coupe was dramatic and featured a very low-slung, one-off coupe coachwork by Lancefield and is one of only 24 supercharged vehicles ever produced by Stutz. A total of 2,320 units Model M units were produced in 1929.

Featuring a rare supercharged engine, the Model M was spectacular in design and featured step plates, a sliding sunroof, and cycle fenders that created a truly sporting appearance. Large Zeiss headlamps aided the vehicle in night driving. Originally the Lancefield body has been fabric-covered over wood; the Weymann body building method. The original advertisement was quoted as 'this striking motorcar holds the potential to become one of the premier entrants on the international concours d'elegance circuit.'

by Jessican Donaldson