Advertised Horsepower would go no Further
The latter was bumped up to 80 bhp and 268 cid for 1924’s Speedway Six. Moskovics introduced beautiful new open and closed “Safety Stutz” models the following year. These carried Stutz’s first eight, a European-inspired inline engine with single overhead camshaft and dual ignition with two plugs per cylinder. Stutz called it the “Vertical Eight.” Bowing at 289 cid and 92 bhp, it would be the heart of all Stutzes through the final 1935 models. Moskovics did for Stutz what Zora Arkus-Duntov would later do for Corvette — add a European influence that improved performance and handling. Stutz design was old-fashioned by the mid 1920s. European-born, Frederick E. Moskovics arrived in 1925 to take over the presidency of Stutz. Fours were discontinued the following year.
The sole exception was the 1929-30 Blackhawk, a companion line powered by an L-head Continental eight or overhead-cam Stutz six. Though “cheap” for Stutz at a base price of $2395, the Blackhawk managed just under 1600 units. After 1930, its chassis was used for the least-costly Stutzes. Advertised horsepower would go no further, although actual horsepower might have reached 140 by the end of the ’20s. The Vertical Eight was quickly uprated, going to 298.6 cid for 1927, then to 322 cid and 113 bhp two years later.
Though these weren’t particularly huge sums even in those days, the losses greatly accelerated the drain on Stutz’s already meager resources. Management sought refuge by contracting to build a line of small delivery trucks called Pak-Age-Cars. When creditors couldn’t agree on a reorganization plan, a federal judge ordered liquidation of all assets in April 1938. That was completed by summer and the Pak-Age-Car production moved to Auburn’s idle Connersville plant while Diamond T Truck Company handled sales and service. By that time, assets totaled $1.2 million and liabilities only $733,000, yet Stutz still couldn’t meet its debts.
Stutz also revived the Bearcat name with a boattailed speedster and a short chassis convertible coupe — both guaranteed for over 100 mph. Further changes were announced for 1932 SVs and DVs. The four-speed gearbox gave way to a very rugged three-speed synchronized unit, and freewheeling was a new option. The DV32 itself made its debut in chassis form at the New York Auto Show in the winter of 1930-31. Prices were announced at the end of March 1931, and production was underway by July.
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