LOT 61
1929/33 Stutz DV-32 "Brisson" Replica Coachwork in Stutz Le Mans Style Chassis no. 16556 (1929 Frame) Engine no. DV33300 (1933 Unit)
Sold for US$224,000 inc. premium
Lot 61
From the George Holman Collection
1929/33 Stutz DV-32 "Brisson"
1929/33 Stutz DV-32 "Brisson"
1929/33 Stutz DV-32 "Brisson"
Replica Coachwork in Stutz Le Mans Style
Chassis no. 16556 (1929 Frame)
Engine no. DV33300 (1933 Unit)
Replica Coachwork in Stutz Le Mans Style
Chassis no. 16556 (1929 Frame)
Engine no. DV33300 (1933 Unit)
322ci DOHC Inline 8-Cylinder Engine
4 Winfield Carburetors, 224bhp at 4,300rpm (dyno test 2013)
4-Speed Transmission
Leaf Spring Suspension
4-Wheel, Vacuum Boosted Hydraulic Brakes
*High-performance Stutz built as a copy of the famed 1931/2 Brisson/Catteneo Le Mans Car
*A collaboration between Norman Barrs and George Holman
*Restored in the UK utilizing marque and engineering expertise
*Subsequently campaigned in Historic Motorsport in the USA
*Sanctioned by FIA MSA with a Historic Technical Passport
THE STUTZ DV32
When the Great Depression hit, Stutz responded to its competitors' V12 and V16 engines not in kind but by taking advantage of its prior innovation, the chain-driven overhead camshaft, to create a 4-valve per cylinder double overhead camshaft head for the Vertical Eight. Dubbed the DV-32, Stutz's quiet and reliable eight competed admirably with its competition, making 156 horsepower while competitors like Cadillac achieved only 135 horsepower from its V12 and 165 horsepower from its V16 – which needed 40% more cubic inches to make only 6% more power.
Stutz highlighted its exclusivity and the adaptability of its low-slung chassis by offering a mouth-watering array of semi-custom coachwork designed and built by the foremost coachbuilders of the day. The Stutz marketing department gave them exotic names that reinforced the legend which Stutz had fashioned at Le Mans. Charles Weymann remained loyal to the marque, supplying five fabulous designs named Monte Carlo, Longchamps, Chantilly, Biarritz and Riviera. Others included the Prince of Wales, Versailles, Tuxedo Cabriolet, Patrician Coupe and Chaumont. Waterhouse created a Continental Coupe design that translated its masterful blind quarter victoria cabriolet style into a fixed roof coupe that was a star of the 1931 New York Salon on the DV-32 chassis. In addition to Weymann and Waterhouse, Le Baron, Fleetwood, Rollston and Brunn all contributed coachwork designs to Stutz's vast array of options in 1932.
Stutz would be a firm fixture at Le Mans for many of the 1920s editions, but with financial pressures mounting in 1931 its presence would rely on the privateer entry of Edouard Brisson and Joseph Cattaneo, by which time Bentley had abstained from La Sarthe. If in their production cars, the DV32 could be seen to be both sporting and beautifully designed, when it came to the racing scene and particularly at Le Mans, their entries were far more rudimentary and stripped down. Much like the Maserati Tipo 26 of the same period their bodywork comprised a basic four-seater layout of two plus two token seats required for Le Mans and the most basically aerodynamic flat tail.
In 1931, it proved to be a brief 2 hour run, but in 1932 they returned, running for more than 19 hours before an accident curtailed their outing. Nevertheless, the stocky looks of the 5.3-liter double overhead camshaft powered DV32s has proven to be a poster car for all Stutz aficionados.
THE CAR OFFERED
George Holman is certainly one such Stutz enthusiast! Constructed in collaboration with arch Stutz enthusiast and racer, Norman Barrs in England, the car we present is a well-engineered and designed Le Mans replica, built much in the same guise as so many Vintage Bentleys have been over the years, in this case in the style of the famed Brisson/Cattaneo DV32. Holman and Barrs chose the precise recipe that Stutz themselves had, taking a 1929 Blackhawk chassis which provided both the definitive version of that frame with additional structure bracing and also a short wheelbase in which to shoehorn the DV32 engine, and then using full period Stutz running gear. The chassis sits within the sequence of 1929 units produced, while its powerplant heralds from the end of the production run, dating from approximately 1933.
Commenced in 2013, the project was completed over the next 6 years in the UK being overseen by Mr. Barrs and comprising the talented workmanship of Baynton Jones Historic Motorsport for the engine development, Mike Treutlein project managing and Michael Sharpe handling the body.
With coachwork built in the Brisson guise of an ash frame paneled in aluminum, the level of detail is well considered right down the heavily louvered and tapered hood. The completed car received an FIA MSA Technical Passport in 2016 ensuring it is compliant to their racing guidelines through to the end of 2027, (albeit these would need to be transferred to a new owner).
The papers have enabled it to be used as a high-performance mount in a variety of competition events including at Lime Rock. All the while its mechanical aspect has been properly maintained and progressively refined. It would also be a natural fit for the Le Mans Classic, but it doesn't have to stop there as it could easily be transferred to the road and make a great touring car.
With a file that documents the restoration and includes interesting period literature such as Official Tableaus de Pointage Officiel (timing cards) for the 9th and 10th (1931 and 1932) editions of the race, the 'Brisson' as Mr. Holman refers to her, has character and performance in spades!
4 Winfield Carburetors, 224bhp at 4,300rpm (dyno test 2013)
4-Speed Transmission
Leaf Spring Suspension
4-Wheel, Vacuum Boosted Hydraulic Brakes
*High-performance Stutz built as a copy of the famed 1931/2 Brisson/Catteneo Le Mans Car
*A collaboration between Norman Barrs and George Holman
*Restored in the UK utilizing marque and engineering expertise
*Subsequently campaigned in Historic Motorsport in the USA
*Sanctioned by FIA MSA with a Historic Technical Passport
THE STUTZ DV32
When the Great Depression hit, Stutz responded to its competitors' V12 and V16 engines not in kind but by taking advantage of its prior innovation, the chain-driven overhead camshaft, to create a 4-valve per cylinder double overhead camshaft head for the Vertical Eight. Dubbed the DV-32, Stutz's quiet and reliable eight competed admirably with its competition, making 156 horsepower while competitors like Cadillac achieved only 135 horsepower from its V12 and 165 horsepower from its V16 – which needed 40% more cubic inches to make only 6% more power.
Stutz highlighted its exclusivity and the adaptability of its low-slung chassis by offering a mouth-watering array of semi-custom coachwork designed and built by the foremost coachbuilders of the day. The Stutz marketing department gave them exotic names that reinforced the legend which Stutz had fashioned at Le Mans. Charles Weymann remained loyal to the marque, supplying five fabulous designs named Monte Carlo, Longchamps, Chantilly, Biarritz and Riviera. Others included the Prince of Wales, Versailles, Tuxedo Cabriolet, Patrician Coupe and Chaumont. Waterhouse created a Continental Coupe design that translated its masterful blind quarter victoria cabriolet style into a fixed roof coupe that was a star of the 1931 New York Salon on the DV-32 chassis. In addition to Weymann and Waterhouse, Le Baron, Fleetwood, Rollston and Brunn all contributed coachwork designs to Stutz's vast array of options in 1932.
Stutz would be a firm fixture at Le Mans for many of the 1920s editions, but with financial pressures mounting in 1931 its presence would rely on the privateer entry of Edouard Brisson and Joseph Cattaneo, by which time Bentley had abstained from La Sarthe. If in their production cars, the DV32 could be seen to be both sporting and beautifully designed, when it came to the racing scene and particularly at Le Mans, their entries were far more rudimentary and stripped down. Much like the Maserati Tipo 26 of the same period their bodywork comprised a basic four-seater layout of two plus two token seats required for Le Mans and the most basically aerodynamic flat tail.
In 1931, it proved to be a brief 2 hour run, but in 1932 they returned, running for more than 19 hours before an accident curtailed their outing. Nevertheless, the stocky looks of the 5.3-liter double overhead camshaft powered DV32s has proven to be a poster car for all Stutz aficionados.
THE CAR OFFERED
George Holman is certainly one such Stutz enthusiast! Constructed in collaboration with arch Stutz enthusiast and racer, Norman Barrs in England, the car we present is a well-engineered and designed Le Mans replica, built much in the same guise as so many Vintage Bentleys have been over the years, in this case in the style of the famed Brisson/Cattaneo DV32. Holman and Barrs chose the precise recipe that Stutz themselves had, taking a 1929 Blackhawk chassis which provided both the definitive version of that frame with additional structure bracing and also a short wheelbase in which to shoehorn the DV32 engine, and then using full period Stutz running gear. The chassis sits within the sequence of 1929 units produced, while its powerplant heralds from the end of the production run, dating from approximately 1933.
Commenced in 2013, the project was completed over the next 6 years in the UK being overseen by Mr. Barrs and comprising the talented workmanship of Baynton Jones Historic Motorsport for the engine development, Mike Treutlein project managing and Michael Sharpe handling the body.
With coachwork built in the Brisson guise of an ash frame paneled in aluminum, the level of detail is well considered right down the heavily louvered and tapered hood. The completed car received an FIA MSA Technical Passport in 2016 ensuring it is compliant to their racing guidelines through to the end of 2027, (albeit these would need to be transferred to a new owner).
The papers have enabled it to be used as a high-performance mount in a variety of competition events including at Lime Rock. All the while its mechanical aspect has been properly maintained and progressively refined. It would also be a natural fit for the Le Mans Classic, but it doesn't have to stop there as it could easily be transferred to the road and make a great touring car.
With a file that documents the restoration and includes interesting period literature such as Official Tableaus de Pointage Officiel (timing cards) for the 9th and 10th (1931 and 1932) editions of the race, the 'Brisson' as Mr. Holman refers to her, has character and performance in spades!
Additional information
Looking for a similar item?
Our Cars specialists can help you find a similar item at an auction or via a private sale.
Find your local specialistSpecialist section
Eric Minoff
Vice President, Head of Department - US
Auction Viewings
- 28 February 2024, 09:00 - 19:00 EST
- 29 February 2024, 09:00 - 12:00 EST
