LOT 60
1932 Stutz DV-32 Four Passenger Speedster Coachwork by LeBaron Chassis no. DV-26-1454 Engine no. DV33170
Estimate: US$650,000 - US$800,000
Lot 60
From the George Holman Collection
1932 Stutz DV-32 Four Passenger Speedster
1932 Stutz DV-32 Four Passenger Speedster
1932 Stutz DV-32 Four Passenger Speedster
Coachwork by LeBaron
Chassis no. DV-26-1454
Engine no. DV33170
Coachwork by LeBaron
Chassis no. DV-26-1454
Engine no. DV33170
322ci DOHC Inline 8-Cylinder Engine
Single, Down Draft, Dual-Throat Schebler Updraft Carburetor
156hp at 3,000rpm
3-Speed Warner Transmission with Freewheeling
Rigid Front Axle, Live Rear Axle, Leaf Spring Suspension
4-wheel, Vacuum Boosted Lockheed Hydraulic Brakes
*1932 New York Auto Salon and Stutz Promotional Brochure Car
*One of Only 2 4 Passenger Speedsters Built in 1932
*Three Owners From New, Present Ownership Since 1985
*Exquisite Concours Restoration by Chris Charlton
*Shown at the 2016 Pebble Beach Concours d'Elegance
THE STUTZ DV-32
If the 1930s was one of the most fruitful and memorable decades in the history of American cars, then most would agree that 1932 was the "Pinnacle" of the classic era. During this golden period, only few, true super sports cars were built. There were several boulevard sports models such as the Auburn Speedsters of course, but true, purpose-built from the ground up sports machines were exceedingly rare.
Stutz, perhaps the American manufacturer most consistently fascinated with sporting cars, would build what many consider to be the true American sports car of the decade. The Super Bearcat was born from a desire to showcase the full performance potential of the new technologically advanced and powerful DV-32 engine. This most exciting Stutz helped to attract the attention the firm desired in launching this new twin cam engine.
The Stutz "Vertical Eight" cars were the vision of Frederick Moskovics, who dreamed of creating the great American Gran Turismo car that could rival the best of the European performance machines. He broke with many conventions of American car design of the era to do this: his machines would employ overhead cam engines, four speed transmissions, very low chassis with worm drive axles and would be offered with European-style, fabric skinned coachwork.
Moskovics's dream became real in motorsports. The new Stutz Vertical Eight was immediately dominant in AAA stock car racing, winning the championship and every event in 1927. In 1928, a privately entered Stutz competed against the world's best at the 24 Hours of Le Mans. The sole Stutz entrant led much of the race and only lost its' lead to one of the five factory-entered Bentleys in the final lap. It was a failed high gear that had caused the loss, although this showing would stand as America's best performance in the endurance race until the Ford GT40's victory nearly forty years later.
Although Stutz bowed out of factory-supported racing in the late 1920s, Stutz cars continued to be entered by privateers. The 24 Hours of Le Mans saw numerous Stutz cars competing until 1932.
As a result of the emerging "cylinder wars" of the early 30s, Stutz became aware of the need to create something new to attract attention. Stutz, being a small company that did not have the resources to develop a complex new 12- or 16-cylinder engine, did have great engineers and experience in motorsports, particularly with 4-valve engines which the company decided to use exclusively from 1917 till the early 20s. They decided that with the higher revving vertical Eight, the benefits from this valve arrangement would be far greater. Stutz adopted twin-overhead camshafts and a cross-flow design with near hemispherical combustion chambers. This design, save for the Duesenberg J, had not been seen on any American passenger cars.
The new DV-32 engine would boost power from around 125hp to nearly 160hp. Stutz was never as boldly optimistic in their power rating as Duesenberg. The resulting engine was noticeably more powerful than the excellent Vertical Eight. Along with a new cylinder head the engine received newly designed pistons, down draft dual-throat carburetion, and a new ignition design.
THE CAR OFFERED
This stunning DV32 combines the very best that its manufacturer could make in its day in terms of looks and performance, restored with a true love and understanding for that style and ingenuity by one of the flag wavers for the marque today, George Holman.
The car can boast a remarkable and very important provenance for it is not only one of only 2 Four-Passenger Speedsters that were built in 1932, but is the very car that Stutz exhibited on their stand at the New York Auto Show at the start of that year, on January 9, 1932. It is also believed to be the car that was therefore photographed by the company in the City's Central Park, which they then used in much of their marketing for the brand and was included in their catalogue the '33 season.
Its origins and standing are unmatched, but so too is its succinct path through to this day, the car being acquired from the Salon by its first owner who remarkably would retain it until the 1960s. Its second owner was William Johnson of Woodbury, NJ who had discovered the car in December 1950 still with that Auto Salon purchaser, and yet it would be another decade before he was able to convince him to part with the car.
By 1960 it was in need of its first restoration and Mr. Johnson's admiration of the Stutz ensured that this was carried out to a very high standard for its day, the car emerging from its rebuild in 1965 only to be the subject in a multi-page article in Car Life magazine in December that year.
Mr. Holman was able to extract the car from Johnson some 20 years later in 1985, no doubt owing to the fact that his own passion for Stutzes mirrored Johnson's. For the first 7 years of his custody George Holman used and toured the car as it was but as time drew on, he felt the car was deserving of a new restoration and a 14-year refurbishment commenced. First the engine and running gear were rebuilt in his own workshops, meanwhile the cosmetics were entrusted to Chris Charlton's esteemed facility in Oxford, Maine. Exquisite in its detail and condition, the choice of its deep blue paintwork and rich oxblood leather trim seals the deal for a winning combination.
A debut showing at the Pebble Beach Concours d'Elegance garnered accolades but was overlooked in the prize stakes, something that in retrospect and reviewing the car today seems hard to believe. It stands as one of the rarest, finest looking and best performing automobiles of its day, something a car that appeals when static but most of all with the bellowing exhaust tone in your ears as it speeds down the road.
Single, Down Draft, Dual-Throat Schebler Updraft Carburetor
156hp at 3,000rpm
3-Speed Warner Transmission with Freewheeling
Rigid Front Axle, Live Rear Axle, Leaf Spring Suspension
4-wheel, Vacuum Boosted Lockheed Hydraulic Brakes
*1932 New York Auto Salon and Stutz Promotional Brochure Car
*One of Only 2 4 Passenger Speedsters Built in 1932
*Three Owners From New, Present Ownership Since 1985
*Exquisite Concours Restoration by Chris Charlton
*Shown at the 2016 Pebble Beach Concours d'Elegance
THE STUTZ DV-32
If the 1930s was one of the most fruitful and memorable decades in the history of American cars, then most would agree that 1932 was the "Pinnacle" of the classic era. During this golden period, only few, true super sports cars were built. There were several boulevard sports models such as the Auburn Speedsters of course, but true, purpose-built from the ground up sports machines were exceedingly rare.
Stutz, perhaps the American manufacturer most consistently fascinated with sporting cars, would build what many consider to be the true American sports car of the decade. The Super Bearcat was born from a desire to showcase the full performance potential of the new technologically advanced and powerful DV-32 engine. This most exciting Stutz helped to attract the attention the firm desired in launching this new twin cam engine.
The Stutz "Vertical Eight" cars were the vision of Frederick Moskovics, who dreamed of creating the great American Gran Turismo car that could rival the best of the European performance machines. He broke with many conventions of American car design of the era to do this: his machines would employ overhead cam engines, four speed transmissions, very low chassis with worm drive axles and would be offered with European-style, fabric skinned coachwork.
Moskovics's dream became real in motorsports. The new Stutz Vertical Eight was immediately dominant in AAA stock car racing, winning the championship and every event in 1927. In 1928, a privately entered Stutz competed against the world's best at the 24 Hours of Le Mans. The sole Stutz entrant led much of the race and only lost its' lead to one of the five factory-entered Bentleys in the final lap. It was a failed high gear that had caused the loss, although this showing would stand as America's best performance in the endurance race until the Ford GT40's victory nearly forty years later.
Although Stutz bowed out of factory-supported racing in the late 1920s, Stutz cars continued to be entered by privateers. The 24 Hours of Le Mans saw numerous Stutz cars competing until 1932.
As a result of the emerging "cylinder wars" of the early 30s, Stutz became aware of the need to create something new to attract attention. Stutz, being a small company that did not have the resources to develop a complex new 12- or 16-cylinder engine, did have great engineers and experience in motorsports, particularly with 4-valve engines which the company decided to use exclusively from 1917 till the early 20s. They decided that with the higher revving vertical Eight, the benefits from this valve arrangement would be far greater. Stutz adopted twin-overhead camshafts and a cross-flow design with near hemispherical combustion chambers. This design, save for the Duesenberg J, had not been seen on any American passenger cars.
The new DV-32 engine would boost power from around 125hp to nearly 160hp. Stutz was never as boldly optimistic in their power rating as Duesenberg. The resulting engine was noticeably more powerful than the excellent Vertical Eight. Along with a new cylinder head the engine received newly designed pistons, down draft dual-throat carburetion, and a new ignition design.
THE CAR OFFERED
This stunning DV32 combines the very best that its manufacturer could make in its day in terms of looks and performance, restored with a true love and understanding for that style and ingenuity by one of the flag wavers for the marque today, George Holman.
The car can boast a remarkable and very important provenance for it is not only one of only 2 Four-Passenger Speedsters that were built in 1932, but is the very car that Stutz exhibited on their stand at the New York Auto Show at the start of that year, on January 9, 1932. It is also believed to be the car that was therefore photographed by the company in the City's Central Park, which they then used in much of their marketing for the brand and was included in their catalogue the '33 season.
Its origins and standing are unmatched, but so too is its succinct path through to this day, the car being acquired from the Salon by its first owner who remarkably would retain it until the 1960s. Its second owner was William Johnson of Woodbury, NJ who had discovered the car in December 1950 still with that Auto Salon purchaser, and yet it would be another decade before he was able to convince him to part with the car.
By 1960 it was in need of its first restoration and Mr. Johnson's admiration of the Stutz ensured that this was carried out to a very high standard for its day, the car emerging from its rebuild in 1965 only to be the subject in a multi-page article in Car Life magazine in December that year.
Mr. Holman was able to extract the car from Johnson some 20 years later in 1985, no doubt owing to the fact that his own passion for Stutzes mirrored Johnson's. For the first 7 years of his custody George Holman used and toured the car as it was but as time drew on, he felt the car was deserving of a new restoration and a 14-year refurbishment commenced. First the engine and running gear were rebuilt in his own workshops, meanwhile the cosmetics were entrusted to Chris Charlton's esteemed facility in Oxford, Maine. Exquisite in its detail and condition, the choice of its deep blue paintwork and rich oxblood leather trim seals the deal for a winning combination.
A debut showing at the Pebble Beach Concours d'Elegance garnered accolades but was overlooked in the prize stakes, something that in retrospect and reviewing the car today seems hard to believe. It stands as one of the rarest, finest looking and best performing automobiles of its day, something a car that appeals when static but most of all with the bellowing exhaust tone in your ears as it speeds down the road.
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