1931 Stutz Model DV-32

The Great Depression was a difficult time, but difficulty was no stranger to Stutz. They had been wounded by the departure of its founder in 1919 and, later, the stock manipulations of Alan Ryan. Bethlehem Steel magnates Charles Schwab and Fred Moskovics helped sustain Stutz, and in 1926 came the introduction of the Vertical Eight engine and the Safety Stutz chassis.

The inline eight-cylinder engine was refined, silent, and achieved better volumetric efficiency due to its overhead camshaft design and Fred Moskovics' adaptation of a Link-Belt silent chain to drive it. The Safety chassis featured an underslung worm drive rear axle to lower the drivetrain. This allowed Stutz to create a 'double dropped' frame which lowered the side rails between the axle centers. The result was a low center of gravity and improved handling, which proved successful when Charles Weymann's Stutz was driven to a second-place finish in the 1928 24 Hours of LeMans.

Despite the Great Depression, manufacturers continued to introduce powerful V12 and V16 engines. Stutz did not possess the necessary funds to design a completely new engine, so they continuously fine-tuned and upgraded the engine Vertical Eight engine introduced in 1926. The DB-32 would be the last iteration of the powerplant, which began as a 322 cubic-inch former BB engine that had been redesigned by Charles 'Pop' Greuter to include dual overhead camshafts and angled valves above the hemispherical combustion chambers. This setup gave the engine its title, the 'Dual-Valve 32,' for its four valves per cylinder, with 32 in total. Cadillac's V12 offered 135 horsepower, and the V16 produced 165 horsepower. The Stutz DV-32 produced 156 horsepower. This meant the Cadillac V16 had 40 percent more cubic inches than the DV-32, yet only made 6 percent more power. Additionally, the Stutz produced approximately the same horsepower-per-cubic-inch ratio as the Duesenberg Model J.

Stutz would last until 1935 after having produced around 200 examples of the DV-32 Eight (DV for 'dual valve'). They offered a vast array of semi-custom coachwork designed and built by the most celebrated coachbuilders of the day. They were given exotic body style names and Charles Weyman contributed to the list by supplying five designs named Monte Carlo, Longchamps, Chantilly, Biarritz, and Riviera. Other names included Versailles, Tuxedo Cabriolet, Prince of Wales, Patrician Coupe, and Chaumont. The DV-32 chassis sent to the 1931 New York Salon wore Waterhouse coachwork in a Continental Coupe design. LeBaron, Fleetwood, Rollston, and Brunn would all contribute coachwork designs to the 1932 Stutz option list.

The Stutz DV-32 Super Bearcat was a 1932-year-only offering. It was an exclusive sports car in a similar fashion to the famous 'Bearcat' of two decades prior. It was the only Stutz to rest upon a short 116-inch wheelbase, making it over 18 inches shorter than the standard 'Safety Stutz' chassis and 29 inches shorter than the long wheelbase. The company guaranteed speeds that would exceed 100 mph, and to demonstrate its performance, a Super Bearcat shuttled passengers back and forth on Willie K. Vanderbilt's Long Island Motor Parkway through a speed trap for over six hours. It consistently clocked 103 mph on each pass.

Mechanical Specification

Wheelbase sizes for the Stutz DV-32 included 116-, 134.5-, and 145-inches. The generous platforms were suspended by solid front and live rear axles with semi-elliptic leaf-spring suspension. Four-wheel vacuum-assisted Lockheed hydraulic drum brakes provided the stopping power.

The dual overhead camshaft (DOHC) inline eight-cylinder engine had a Schebler Dual-Choke Downdraft carburetor, displaced 322.1 cubic inches, produced 156 horsepower at 3,900 RPM, and was paired with a four-speed manual transmission.

by Dan Vaughan

Sedan
Chassis number: DV-21-1345
Engine number: DV33019G

In the early 1930s, Stutz doubled the number of valves per cylinder in its engine, resulting in a boost of horsepower by 40 percent from the base motor. It was known as the DV-32 for its 32 valves, and it was used to power vehicles that were adorned with an array of bodies.

Chassis number DV-21-1345 is one of the last examples built in 1931. As such, it wears slightly elliptical double-bar bumpers that nearly touch each other at either end, a feature that was only seen on the 1931 models.

The coachwork is a five-passenger sedan built on the 134.5-inch wheelbase frame, with an exterior that is finished in dark blue paint with yellow beltline accents. There are dual side-mount wire-wheel spares, whitewall tires, Ryan-Lite headlights, and chrome details. Inside, there is plush camel cloth with brown carpets, roll-up window shades, a folding footrest, and a lap robe rope. The driver's area features a finished console of burled wood veneers framed in wood grain sections.

Since new, this vehicle has been treated to a nut-and-bolt, ground-up restoration.

In 2011, the car was offered for sale at the Gooding & Company auction in Scottsdale, Arizona. It was estimated to sell for $150,000 - $200,000. As bidding came to a close, the car had been sold for $170,500, inclusive of the buyer's premium.

This Stutz was once part of the A.K. Miller collection in West Orange, Vermont. It was later owned by John Lory of Hollywood, Florida, who undertook a meticulous restoration and exhibited the car at the CCCA's Florida Grand Classic in 2007, earning 99.5 points and a Primary First Place. It was later purchased by the Gateway Automobile Museum collection. In 2023, it entered new ownership after being sold at the Broad Arrow Monterey Jet Center auction.

by Dan Vaughan

Convertible Coupe
Engine number: DV32597

This Stutz DV-32 Convertible Coupe is powered by an eight-cylinder, double overhead camshaft engine with four-valve per cylinder and is capable of producing 156 horsepower. It sits on a wheelbase that measures 145 inches and carried an original sale price of $6,495. This is an original car and one of the few examples that can claim this title. It was offered for sale at the 2007 Blackhawk Collection exhibit at the Pebble Beach Concours d'Elegance.

The Stutz automobile company of Indianapolis, Indiana, was the creation of automotive maverick Harry C. Stutz.

by Dan Vaughan

Convertible Sedan
Chassis number: 28261
Engine number: DV33096

For 1931, Stutz produced just 384 examples of their top-of-the-line model, the DV-32.

This example, car number DV-42-1383, is an early-production DV-32 that rides on an extended 145-inch wheelbase and is styled with convertible sedan coachwork. Although designed and built by LeBaron in Detroit, this body style was offered through the standard catalogue and would have been delivered to Stutz 'in the white' - without paint and upholstery.

The car spent its early years in California, where it was purportedly used in the production of Hollywood films. In 1950, the Pettit family purchased the Stutz from its second owner. It served as Mr. Pettit's primary transportation throughout college, and later, it was a fixture at the Museum of Motoring Memories in Natural Bridge, Virginia. It has been apart of the Pettit Collection for more than 60 years.

The coachwork was repainted many years ago, most likely before World War II. It remains remarkably untouched in all other areas and displays the consistent patina expected of an unrestored pre-war automobile.

The car is finished in two contrasting shades of blue and is outfitted with a tan top, leather-covered trunk, painted wire wheels, and correct factory-delivered accessories. The interior is original fabric upholstery. It has its 1958 Virginia Department of State registration sticker affixed to the windscreen, and the odometer shows just over 66,000 miles. It is currently not in running order.

In 2012, the car was offered for sale at the Gooding & Company auction held in Pebble Beach, California. It was estimated to sell for $225,000 - $300,000 and offered without reserve. As bidding came to a close, the car had been sold for the sum of $154,000, inclusive of the buyer's premium.

by Dan Vaughan

Convertible Victoria by Rollston & Company
Chassis number: MB-PC-1179
Engine number: DV-33284

As many automakers began using large V12 and V16 engines, Stutz decided to stick with their 322 cubic-inch former BB engine, which had been designed by the dean of the Stutz engineering department, Charles 'Pop' Greuter, who gave it double overhead camshafts and angled valves above hemispherical combustion chambers. In this guise, the four valves per cylinder earned it the 'DV32' name. The engine offered 125 horsepower, or about the same horsepower-per-cubic-inch ratio of the Model J Duesenberg. The gearbox was a four-speed unit built by Duesenberg's supplier, Warner.

The DV32 was capable of 80 mph, even with the heaviest formal coachwork on the longest chassis. Sadly, only about 200 examples were delivered before the company succumbed to the Great Depression.

For three decades, Rollston Company of New York City was Manhattan's most prestigious coachbuilder. Their portfolio was diverse and encompassed everything from fleet roadsters to very large town cars. Their work was done to very high standards focusing on build quality, with equally impressive price tags.

The five-passenger convertible victoria was originally developed in Europe in the early 1920s and popularized in the United States by Waterhouse and, later, Rollston, who continued producing it after Waterhouse folded. The style was distinguished by a formal top with no rear quarter windows, providing a sheltered perch for rear seat passengers when the top was raised. When lowered, the top would lie flat into a scooped 'notch' behind the doors. Other design elements included a lowered windscreen and side windows.

This Rollston Convertible Victoria is the second of seven built on the Stutz chassis. It was displayed at the Chicago Auto Show of 1931. In the 1960s, the original SV16 engine was replaced by the more desirable DV32 unit, after which the car spent many years in the well-known collection of Bill Harrah. It was eventually acquired from Harrah's Automobile Collection by Knox Kershaw. The present owner acquired it from Mr. Kershaw in the early 1990s.

The owner undertook an exhaustive, high-quality nut-and-bolt restoration to concours levels, which was completed in the early 1990s. After the work was completed, it was shown at several events, including the Pebble Beach Concours d'Elegance in 1994, where it was awarded Second in Class. In 2000, it was shown at the California Grand Classic of the Classic Car Club of America, where it was judged at 100 points.

The car is finished in pale blue with dark red beltlines and a black top. The interior is upholstered in dark red leather. There are Ryanlite headlights and the famous 'Ra' headlamps.

by Dan Vaughan

Convertible Victoria by Rollston & Company
Chassis number: DV-PC-1294
Engine number: DV-33007

The Rollston design number 159, a convertible Victoria for the Stutz chassis, was drawn on December 30th of 1930. The design had a formal top that lacked rear quarter windows, and provided sheltered perch for rear-seat passengers when the top was raised. When the top was lowered, the top would lie flat into a scooped 'notch' behind the doors. Other design features included long doors and a lowered windscreen. The design had originally been developed in Europe in the early 1920s. Waterhouse and later, Rollston, helped popularize the design in the United States in the early 1920s.

It is believed that six Rollston-built Convertible Victorias were eventually built. This particular example, wearing body number 507-A, is believed to have been the first Rollston body built on the DV-32 chassis. The car was originally painted Pyramid Gray, only to have been changed to all-over black with silver striping before delivery. The car was originally to have Eagle Ottawa Persian Morocco leather and all of its hardware chrome plated.

Upon completion, the car was sent to Toronto, Ontario, where local dealer V&S Motors sold it to John Paris Bickell. It is believed that the car remained in his care until his passing in 1951, after which it was sold to Samuel Foote of Toronto. It remained with him until 1962 when it was sold to Gary Campbell. Around 1968, it was sold to Dr. Donald Vesley, from whom Stan Staniszewski of Troy, Michigan, purchased it around 1978.

Mr. Staniszewski began the Stutz's restoration, which progressed off and on for some three decades. In late 2010, Mr. Staniszewski sold the Stutz to its present owner, Richard Mitchell. Mr. Mitchell's own Old Iron Works of Montgomery, Texas, began the restoration anew to modern concours standards, which was completed in 2013. It was returned to the original color scheme specified on the Rollston build sheet.

Since its completion, the car has won numerous awards, most prominently Best of Show victories at Keels and Wheels and the Louisville Concours d'Elegance, as well as Best in Class at Amelia Island and Chairman's Choice at the Milwaukee Masterpiece.

The car rides on a wheelbase of 134.5 inches and weighs 4,850 pounds. It is powered by a 322 cubic-inch, inline 8-cylinder engine developing 113 horsepower. It sold for $2,995 in 1931.

by Dan Vaughan

Convertible Victoria by LeBaron
Chassis number: DV-PC-1224
Engine number: DV32999

The DV-32, built from 1931 to 1934, was the last model made by Stutz. It has a straight 8-cylinder engine designed by Charles Greuter, with double overhead camshafts with four valves per cylinder. The DV32 was capable of 80 mph. Fewer than 200 DV-32s were produced, and they were bodied by some of the finest American coachbuilders of the period. For example, LeBaron offered a speedster, and Rollston offered a convertible Victoria - built this convertible Victoria is thought to be a unique prototype designed by LeBaron. LeBaron was one of several coachbuilders providing bodies for Stutz in the 1920s and 1930s. It is believed that this example was a proposed 'catalog custom' intended to maintain LeBaron's position as the dominant producer of bodies for use on Stutz chassis. The relationship between Stutz and LeBaron dates back to 1927, with LeBaron's development of a lightweight roadster body known as the Blackhawk Speedster. These would give Stutz a much-needed facelift for its performance cars, which were previously considered somewhat dated.

With the radically raked and shortened folding windshield design, it also features the longest Stutz hood, lengthened by more than 6 inches with a set-back firewall. This DV-32 is powered by a 322 cubic-inch engine that produces 156 horsepower.

This is the only known Stutz DV-32 LeBaron Convertible Victoria and was a prototype body as recognized by its exclusive double strip beltline feature. In addition to the hood being lengthened more than 6 inches and the firewall set back by LeBaron, the lines are accented by the low roofline and blind rear quarter.

Much of the ownership history for this car is known. It was originally imported to Argentina for Stutz distributor and famed boxer Luis Angel Firpo. The car stayed in South America unit it was discovered and brought to the United States in 1974. The Florida-based owner kept it for several years before selling it to a gentleman in Ohio. The present owners were able to acquire it in 2008 from the Bool's estate, becoming the third American owners. They commissioned a full restoration returning it to its original glory.

Its nut and bolt restoration resulted in a Best of Show award at the Concours d'Elegance of America in 2017 and best in show nomination and best in class honors at Pebble Beach in 2016.

Speedster Phaeton by LeBaron
Chassis number: DV-25-1277
Engine number: 32996

While Cadillac and Marmon were touting the gargantuan V16, Stutz took the road less traveled. Stutz was a race car builder at heart with an impressive race history, and knew chapter and verse about creating lightweight, powerful vehicles. In 1931, the company took its dual-overhead-camshaft, eight-cylinder engine and increased the valves to 32 (hence the nomenclature) thus creating 161 horsepower, while Cadillac boasted just 165 with twice the cylinders. Only 310 Stutz cars of all types were built in 1931, and the close-coupled LeBaron phaeton - referred to as a Speedster - is a rare surviving DV-32. Recognized over the decades for its eminence, it has been owned by several prestigious enthusiasts.

In 1876, Harry C. Stutz was born. 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 competition. 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 increased 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 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 powerplant 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 powerful engines.

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