Rare Rides Icons: The History of Stutz, Stop and Go Fast (Part III)

rare rides icons the history of stutz stop and go fast part iii

We pick up the Stutz story once again today, at a turning point in the brand’s history. Though its foundation as Ideal Motor Car Company was only a few years prior in 1911, by 1919 big changes were afoot at the company. Disenchanted that he’d lost control of his company when he sought outside investment capital, Harry C. Stutz departed his own firm in July of that year. He took with him the other remaining founder, Henry Campbell. Control of Stutz Motor Cars fell to its primary investor; the man who’d been running the company since the IPO in 1916: Allan A. Ryan.

Stutz finished out the remainder of 1919 without incident. The Series H Bearcat remained on sale in its expensive and well-equipped format, alongside several other Stutz body styles based on the Bearcat platform and running gear. 1920 was a promising year for Stutz, as prices on its cars increased alongside its sales. Wealthy Americans celebrated the conclusion of World War I by pumping lots of money into the economy and buying new luxury cars. That year saw the Series K revision on the Bearcat, which was similar to the outgoing series H. With minor trim adjustments, it became even more expensive than before. At $3,900 ($56,812 adj.) the Series K was nearly 17 percent more expensive than the year prior.

On the office side of the company, however, things had not gone so well since Ryan was put in charge. Ryan was the 40-year-old son of finance magnate Thomas Fortune Ryan (1851-1928). The elder Ryan was successful in the insurance business, transportation, and tobacco. A staunch Catholic, he supported the construction of many charitable buildings and services in his home state of Virginia. But his son was not so scrupulous in his activities: Within eight months of Harry Stutz’s departure, Ryan attempted to make money by manipulating the stock market.

What he attempted to do was rig the market by cornering Stutz stock. It was a game of shorts and floating stock, where the stock owner (Ryan) manipulated the market so the stock’s owner could name their price. Those holding short positions were “cornered” and had to pay what the owner demanded. There were only four such corner activities in the 20th century, and Stutz was one. The practice was outlawed in 1934 by the SEC.

Ryan had borrowed millions of dollars to support his market manipulation activities. His cornering shorts happened to involve members of the New York Stock Exchange board of governors, who were not happy with his activities. In the end, an NYSE official committee threatened to delist Stutz if Ryan didn’t cease his activities. Not to be threatened, Ryan stated he’d just demand $1,000 a share for the stock. With a shrug, the committee suspended all trading of Stutz stock immediately, and after a big legal battle delisted Stutz entirely. For his part, Allan A. Ryan was blackballed from the stock exchange, was bankrupt by 1922, and was disinherited by his father. As they say, play stupid games.

While the Stutz offices in Indianapolis were in complete chaos, the Bearcat moved on to a new series in 1921, the K. This series edit brought with it a new engine labeled DH, that featured a detachable head. There was a larger change at that time though, with the overall driving landscape of the United States: Left-hand drive. Left-hand drive was quickly becoming the standard for U.S. automobiles (Ford adopted it on the Model T in 1908), and the Bearcat made the adjustment with the rest of the Stutz line. Sort of.

It turned out 1921 was the last year for the original Bearcat, as the Stutz KLDH (Series K, Left-hand drive, DH engine) cars meant a need for centrally placed brake and transmission levers. In the Bearcat they were always located outside, on the right side of the body. And the Bearcat’s interior just was too narrow for the levers to be inside. Thus, 1922 Stutz models debuted without the Bearcat for the first time. It was a short-lived absence, as Stutz management felt it needed the Bearcat model as their most recognizable product. In 1923, the Roadster version was simply renamed to Bearcat and made for the first-ever Bearcat that had doors. How mainstream!

Meanwhile, there were other changes afoot at Stutz, as Ryan’s bankruptcy meant he lost all the stock he’d tried to hold and manipulate circa 1920. The stock, and thus ownership of the company, fell into the hands of two prominent businessmen: Charles Michael Schwab (1862-1939), and Eugene Van Rensselaer Thayer Junior (1881-1937). The latter of the pair was then president of Chase National Bank. They’d need help running a car company, so they turned to a man by the name of Frederick Ewan Moskowics.

Moskowics was formerly an employee at Daimler, and also of American brands Marmon and Franklin. He was put in charge in 1923 and changed the product direction at Stutz entirely. However, he was not interested solely in sports luxury automobiles, but rather cars imbued with safety features. The so-called safety cars were a new thing in the automotive industry, and Moskowics was sure they had a bright future.

With its new safety direction, Stutz lost its interest in the Bearcat’s original intent. A racing pedigree, minimal bodywork, tiny cockpit, and no doors weren’t the hallmarks of safety. So they dropped it. The Bearcat existed as a rebadge of the roadster only for the 1923 model year, at which point it disappeared. For the next two years, Stutz sold their other cars based on the Bearcat but not called Bearcat, and the roadster returned to the lineup.

After 1925, Stutz focused on two distinct lines of cars, which were larger and more expensive than before. They featured new elements of safety: A lower center of gravity, safety glass, hydraulic braking system, and a transmission marketed as “Noback.” The Noback transmission had a hill holding feature that was quite innovative for the time. Lines were delineated by their engines with either six or eight cylinders, and called Model Six or Vertical Eight, with a suffix name like Blackhawk to denote their body style.

The latter eight-cylinder models were introduced for the 1926 model year, as higher cylinder count became a more important indicator of a luxury car. The first eight-cylinder the brand offered was the Vertical Eight AA. Moscowics directed the development of the Vertical Eight engine, a SOHC inline-eight design. At 287 cubic inches (4.7 liters) displacement, the engine produced 92 horsepower. It used two spark plugs at each cylinder for better performance, which Stutz marketed as a “twin ignition.”

Sales of the Vertical Eight were good initially, as buyers praised the model’s slick appearance and high performance. In 1926 sales hit the 5,000 mark. Not an inconsiderable tally for a car that started at over $3,000 ($47,119 adj.).

But all the performance in the world couldn’t conceal the other engineering issues present in Stutz cars, nor could it stave off the upcoming Depression. We’ll continue there next time.

[Images: Stutz, YouTube]

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  • ToolGuy ToolGuy on Feb 23, 2022

    Last two photographs: Are those landau bars functional or just decorative?

    • Syke Syke on Feb 23, 2022

      I'm going to guess they're for real, because you'll notice the entire top is cloth, so that'd turn into a four door droptop with the window frames standing out. I've only seen two or three Stutz in my lifetime, and none of this body story, so I'll admit I'm guessing based on the Stutz models I did see (none of which were sedans).

  • Syke Syke on Feb 23, 2022

    Interesting that Stutz managed to get thru 1919-20 without being particularly affected by the post-WWI Recession that really shook up the motor industry. I do remember reading that things had gotten bad enough over those two years that General Motors seriously considered dropping Chevrolet, as it had no hope of directly competing with the Ford Model T, and Indian Motocycles (SIC) came damn near to going under, mainly due to their letting the dealers rot during the war years, while they put everything into getting military contracts.

  • Bryan Raab Davis I briefly dated an Australian fellow who was mad for Aspires; one of his better characteristics, if I’m honest.
  • ToolGuy Check out Ferrari's market cap:https://companiesmarketcap.com/automakers/largest-automakers-by-market-cap/
  • ToolGuy • Not sure who you get when you call the "Company phone" number listed on the recall report, but confident that it ISN'T Ferrari (someone either screwed up or made a conscious exception; recall might need a recall; where is my excellence in government that all of you are funding?).• 99% of them are fine.• On later models, additionally, a message will also appear on the vehicle’s dashboard that reads as follows: “Brake fluid level low, Go to dealer slowly”. That right there is classic.• Anyway, this is what happens when you build to a price point... (ba dum tsh!)
  • Art Vandelay And what a giant pile of sh!t ths new format is. Great job guys, way to run off the last of the die hards.
  • Theflyersfan If you ever want a review on a 2022 Mazda MX-5 GT RF, I'll be more than happy to type up a few thousand words and add in some great pictures in front of Churchill Downs for y'all!In a nutshell, I agree with this review. I didn't have a chance to try the Recaro seats because the only test drive available was with another GT that someone backed out in buying so it was being used as a demo. But from what I was told, if you're larger than a 38 waist or taller than 5'10", it gets tight. But with the standard seats, and I'm 5'10" and maybe 20 pounds from the 38 waist, I fit fine. Now getting in and out with the roof up after shoulder surgery (especially leaving the surgery center with most of the right arm under a nerve block) is the total opposite of graceful!!! The look on the nurse's face when the MX-5 pulled up and I'm partially wrapped up like a mummy was priceless.I've had mine since the middle of April and have already put 6,700 miles on it, including round trips from Louisville to Chicago and the Philadelphia suburbs. Averaged 38-39 mpg at a steady 75 mph, and it wasn't a torture chamber. The metal top helped a lot. The standard seats are a bit thin on padding, and there was a bit of squirming by around hour 8 on the Philly drive, but it's possible. But even though this design was released in 2015, I still get compliments from total strangers at stoplights, carwashes, gas stations, restaurants, etc. The Soul Red Metallic paint just makes the car pop. I wish it was available with the Terra Cotta leather (the gray above is available with it), and that it didn't have the standard all in black, because it gets thermonuclear in there with the top down and the sun beating on you, but a minor quibble. But it's just fun. Pure driving fun. The best stick shift in any car today. Solid brakes, excellent handling, a sane amount of power to where you aren't going to get into anything reckless and stupid. After a 12+ hour day at work, there's nothing better than dropping the top and driving the 20 minutes home with the better than I thought it would be Bose stereo playing Moby into my ears through the headrest speakers. Mazda has already announced there will be an NE model so I can't wait for that. It'll be interesting how they will keep the weight down with the expected changes to eke more MPG out of what is already an efficient car.
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