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Vol. XXII No. 89 (July - September 2009) The Stutz Club, Inc. William J. Greer, Editor 7400 Lantern Road Indianapolis, IN 46256

Indianapolis, IN

Permit #418



Hershey Get Together Schedule (see page 19) Dinner at 7:30 p.m. Thursday, October 8, Wyndham Gardens, Harrisburg Meet at 2:00 p.m. Friday, October 9, at Spaces CK 36 & 37, Chocolate Field

Indianapolis Motor Speedway cancels plans for June 18 - 20, 2010 Celebration

Table of Contents Vol. XXII No. 89 (July - September 2009) The History of Harry Stutz’s HCS Special Race Cars .................................................... 2 A New Racing Era Begins In May 1923 ...................... 6 The Splendid Stutz......................................................... 11 100th Anniversary Celebration of the Mercer Automobile ........................................... 12 Photos of Note .............................................................. 15 Clippings of Note .......................................................... 16

Stutz (1911-1937)

Indianapolis Motor Speedway Cancels Plans ............ 17 Clippings of Note .......................................................... 18 Membership Reports ..................................................... 19 In Memoriam .................................................................. 20 Letters to Editor ............................................................. 23 Clippings of Note .......................................................... 26 Classifieds ........................................................................ 31

Harry Clayton Stutz (1876-1930)

The History of Harry Stutz’s HCS Special Race Cars By Bill Greer When Chapter Twelve of The Splendid Stutz book was being written back in the 1990s titled “Harry’s other car: The HCS,” your editor provided only a brief account of the two HCS Special race cars built for the 1923 AAA sanctioned racing season (see pages 327329). As related therein, the two-car racing team for the 1923 INDY 500 consisted of Tommy Milton driving Car No. 1 with Howdy Wilcox in Car No. 25. Milton broke the old qualifying record of 104.70 mph set in 1919 by Rene Thomas in a Ballot with a run of 108.17

Tommy Milton in winning HCS Special No. 1 (left rear), Harry Stutz behind Howdy Wilcox in Car No. 25. Note the truss rods below frame and high kick up of frame at rear as this is important to the history.


mph. Wilcox qualified Car No. 25 at 81.00 mph but failed to finish the 500 Mile Race. The HCS Special race cars were built by Harry A. Miller and powered by Miller’s new 120.7 cubic inch engine. The 1923 INDY 500 was the first year for 1-man cars and 122 cubic inch displacement limit for engines. For the first time ever, Car No. 1 started first and finished first. From 1926 1929 the limit on engine displacement was 91.5 cu in. From 1930 to 1937 the limit was 366 cu in. For too many years your editor has wondered what happened to Harry’s HCS race cars following the 1923 500. The beginning of an answer took place in 2006 when a friend of some 60 years, Bill Castle, informed me that he had observed at the Harry Miller’s Club meet in Milwaukee, Wis-

Stutz News/July-September 2009

Vol. XXII No. 89

consin a project to recreate an HCS race car. On January 8, 2009 while attending the 2009 Annual Meeting at the Classic Car Club of America held at the Hilton Netherland Plaza hotel in Cincinnati I joined a bus tour that included a visit to Zakiras Garage located at 6219 Wooster Pike. This facility is owned by Mr. Dean Butler, founder of Lens Crafters, who resides in England. Zakiras provides full auto maintenance service, performs restorations and houses part of Butler’s collection. The garage specializes in the restoration of Harry Miller cars. What a thrill it was to discover that Zakiras’ was the firm doing the HCS Special project. Upon returning to Indianapolis I called Bill Castle who was VMCCA’s president in 1963 and who lives in Speedway, IN not far from the Indianapolis Motor Speedway to report my visit to Zakiras Garage. This telephone conversation sparked my friend’s interest to write up his versions of the 1923 race year. You will note from his story that Bill possesses great knowl-

Stutz News/July-September 2009

July - September 2009

edge. Not only that he is a superb craftsman capable of recreating a 1920 Miller race car from photos and some measurements from a sibling that still exists. The original car, a Miller powered Durant Special, finished 12th in the 1922 INDY 500 but was destroyed in September 1922 in a race in Kansas City, MO. Our many thanks to Mr. Castle for his story “A New Racing Era Begins in May 1923.” Bill’s fine account takes the HCS race cars through the 1923 race year. In 1924 noted driver Earl Cooper of Stutz fame entered one of the HCS race cars in the INDY 500 as a Studebaker Special, Car No. 8. Mr. Castle provided this interesting photo above. From the writer’s copy of the 500 Mile Race Record Book, 1976 edition, the following statistics were found on the 1924 500 mile race. Earl Cooper qualified Car No. 8 at 103.900 mph for 6th place and finished in 2nd place averaging 97.9 mph. the 1924 500 was won by Lora L. “Slim” Corum and Joe Boyer in a Duesenberg setting a new winning record of 98.23 mph. Corum


The Hooker Special in its original form. the man in the dark outfit is thought to be Colonel Hooker. later would race the Stutz Black Hawk for Fred Moskovics. In Chapter 12 of ex-member Mark Dee’s book The Miller Dynasty, p. 70 we find the statement, quote: “It is said that sometime in 1922 Colonel Harry Hooker, an Arizona rancher, requested his good friend and companion Harry Miller to build a 16 valve DOHC cylinder head assembly for Hooker’s dirt-track “modified” or “bobtail” as most body little sprinters were called. Built in 1920 and numbered 99 through most of its long and successful career, the Hooker Special became probably the best known of the hot Model T’s. Leo Goossen is credited with the detailed design work on the head.”

and has been restored for Bothwell’s extensive racing car collection by Tim McHenry.” When Mr. Bothwell died it was reported that his wife Ann gave the car to Mr. Tim McHenry and Mr. Buck Boudeman acquired the Hooker Special from him. In 1999 Mr. Ted Thomas of Birmingham, Alabama obtained the car from Boudeman and delivered it to Zakiras Garage in Cincinnati during 2000 for restoration. According to Mr. Jim Himmelsbach of Zakiras who is on top of the project the original plan was to restore the car as the Hooker Special. However, during research a Harry Miller drawing dated February 1922 was

The Hooker Special in its original form. The man in the dark outfit is thought to be Colonel Hooker. In 1930 the car bore a temporary name Padres Special. This photo and caption from The Miller Dynasty, p. 71 Quoting further from page 72 of Dee’s book, “The Hooker Special was purchased from Col. Hooker’s widow by Lindley Bothwell of Los Angeles, CA in 1959


Photo of Hooker Special taken by Mr. Castle when it was owned by Lindley Bothwell. Stutz News/July-September 2009

Mr. Bothwell served as president of the Horseless Carriage Club of America (HCCA) during 1947-1953. In May 1950 serving as chairman of the Judges Committee for the Indiana Region HCCA’s “Antique Auto Exposition” held at the Indiana State Fairgrounds in Indianapolis. The writer had the pleasuring of contacting Mr. Bothwell to serve as head judge for the Exposition and secure his assistants. Those selected to serve with Lindley were Sam Bailey, Floyd Clymer, Ralph DePalma, James Melton, D. Cameron Peck, and Barney Pollard. Yes, the acceptance letters from these noted enthusiasts from time past are preserved in the writer’s files.

Caption: Front view of HCS Special project at Zakiras Garage

This project is an expensive undertaking requiring extensive hours of research and fabrication including the acquisition and restoration of a correct 122 cu in Miller engine, building a new drive train, correct body, etc. etc. etc.

uncovered showing a frame design with special features specified by Tommy Milton for the HCS Specials. This finding led to a decision to do a frame up recreation of an even more historical HCS Special race car.

The shots I took of the HCS Special project on January 9, 2009 clearly show the truss support rods and the high kick-up at the rear of the frame found on the Hooker Special.

Rear view of HCS Special project

Mr. Himmelsbach of Zakiras Garage informed me on August 4, 2009 that the HCS Special race car project is 95 percent complete and should be ready for the 2010 Concours D’ Elegance at the Indianapolis Motor Speedway. On behalf of the Stutz Club the writer wishes to comment and express sincere thanks to Ted Thomas and Zakiras Garage for making possible this great tribute to Harry Clayton Stutz. The HCS Special racing team gave Harry his first and only win at the INDY 500. Furthermore, the HCS Special race car recration will provide a living piece of racing history for all to enjoy.

Stutz News/July-September 2009


A New Racing Era Begins In May 1923 by William Castle Early in 1923, the American Automobile Association, the sanctioning body for the Indianapolis 500 Mile Race and other major United States automobile races, changed some of the rules that would impact the running of the 1923 500 mile race. New rulings reduced the maximum allowable engine displacement from 183 cubic inches to 122 cubic inches. New rules also called for elimination of the riding mechanic. The latter ruling, however, still permitted entry of older cars originally built to accommodate the riding mechanic. In May, Carl Fisher announced that the Speedway has been for sale for some time, in fact if no interest is shown by the auto industry, it might be sold to developers. The new rules had a significant effect on the number of cars that participated in the running of the 1923 Classic. Although thirty-five cars were entered, only twenty-four cars actually staged the race.


The main contributor to the reduced size of the race field was undoubtedly the lack of available engines meeting the 122 cubic inch limit. Late in 1922, in preparation for the 1923 AAA racing season, Cliff Durant commissioned Harry Miller to build six new two-man race cars, each equipped with a new 183 cubic inch double overhead cam engine. The six new beauties were ready, having first appeared on Dec 3, 1922 for the race at the Beverly Hills track. Soon thereafter, although rumored for some time the new AAA rules were officially announced in early 1923 and Cliff Durant appealed the rulings. Durant’s appeal was denied, and he was left with six new, yet obsolete 183’s. In the later part of 1922, Harry Miller had foreseen the inevitable and entrusted his draftsman

Cliff Durant’s team of six new 183 rear-drive Millers on the Beverly Hill Boards on December 3, 1922.

Stutz News/July-September 2009

The new 1922 cu. in. Miller engine for AAA sanctioned racing in 1923. Leo Gosseen, to begin designing a new 122 cubic inch 8 cylinder engine. Based upon the great success of the 183s, the 122 cubic inch engine closely followed the design philosophy of its predecessor. Miller also had new single-man cars designed to accommodate the 122 engine configuration. The new cars were light weight and had a small frontal area to take advantage of the driver-only ruling. In preparation for the 1923 Indianapolis race, Cliff Durant ordered five of the newly designed cars with the 122 cubic inch engines. Tommy Milton, the 1921 Indianapolis winner driving a Frontenac, also ordered two of the new 122 Miller cars. Milton’s efforts were financed by the HCS Motor Car Company of Indianapolis, IN. The new 122s were built under the guidance of Gosseen and Fred Offenhauser, who was at the time the head of Miller’s machine shop. The cylinder blocks and heads were cast integral, with four cylinders per casting having a finished bore and stroke of 2.3437 by 3.5 inches, with two 1.310 inch diameter valves per cylinder and a hemispherical combustion chamber. The one piece barrel shaped

Stutz News/July-September 2009

crankcase was cast in aluminum with five main bearings. The rear main was a large ball type bearing and the front four bearings were babbit lined supposed by removable bronze bulkheads. The counter-balanced crankshaft was of single piece construction and the connecting rods were tubular construction with babbit big end bearings. To accommodate journal grinding, a portion of the counter-weights were pinned to the crankshaft. The lubrication was from a dry sump, high pressure system supplied from internally mounted pressure and scavenge pumps. The cam drive was through a series of ball bearing mounted spur gears in a separate housing driven of the front end of the crankshaft. The valves were actuated by a cup type cam follower system with two springs per valve, the springs having different diameters and being wound in opposing directions. The cams and their drive gears were lubricated by the scavenge pump, while the crankshaft and connecting rod bearings were lubricated by the high pressure pump. The ignition was one plug per cylinder. The battery powered distributor was driven off the rear of the exhaust camshaft. Carburetion was four aluminum updraft units, each with two 1.5 inch diameter barrel or rotary valve throttles, two fuel bowls and two long brass inlets. The estimated engine output was 120 horsepower at 5000 revolutions per minute. The race car chassis and body, built by Myron Stevens and Phil Sommer, were new in every aspect. The steel frame was of channel design with several tubular cross members. The design incorporated a tubular front axle and front cable actuated mechanical brakes. The rear axle was a semi floating design, using a cast aluminum center section housing and tubular suppers for mounting the brakes and wheels. The light weight body was formed of 12 and 14 gauge aluminum. Many of the chassis parts were cast of manganese bronze or


aluminum. The 3 speed transmission powered the drive train by means of a Hardy Spicer type flexible fabric universal joint. The torque was taken through a conventional torque tube. The suspension arrangement was four semi-elliptical springs, with Hartford friction shocks. The wheelbase was 100 inches and the tread was 52 inches. Riding on 20 inch Rudge-Whitworth wheels, the dry car weight was 1350 pounds. The Indianapolis 500 race was the first competition of the year for the 122 cubic inch engines. The European entries for the 11th new running of the 500 mile Classic were all prepared for the new 2-litre displacement limit, but the entire American contingent required newly designed engines. Harry Miller was ready. The seven new Miller cars were identical in appearance,

Typical 1923 Miller 122 one-man race car. Note absence of truss rods and lower kick-up on rear of frame.


except the two HCS cars had truss rod suppers on the bottom of each frame rail and higher rear frame kick up. The two HCS cars were painted white with red trim, while the five Durant cars were finished in yellow with black trim. The race field included four additional Miller cars. Three were Durant entries using the two-man cars with de-bored and de-stroked versions of the engines that were originally of 183 cubic inch displacement. Miller also entered the old ex-McDonald two-man style car, but with a new 122 engine. The remainder of the 24 car race field was made up of one Ford T/FrontyFord, three Mercedes, including one with supercharging. Also competing were five Bugattis, one Duesenburg and three Packards. Tommy Milton sat on the race pole with a qualification speed of 108.170 miles per hour, with the 1922 Indianapolis winner Jimmy Murphy, driving one of the new Durant cars in the middle of the front row at 104.500. On the outside of the front row was Dario Resta in a Packard at 98: 020. (see rear cover.) The race was a contest between rivals Murphy and Milton. During the first 25 laps, Murphy and Milton each led, then fell back to second place. Howdy Wilcox, having started eighth in the other HCS was gaining. On the 26th lap he passed both Milton and Murphy. Cliff Durant was running fourth, and Harry Hartz was fifth. The running order changed back and forth. On lap 59, Wilcox was out with a broken clutch. Murphy was falling back due

Stutz News/July-September 2009

to excessive tire wear. At the 200 mile mark, the average speed was 95.260 miles per hour with Milton, Murphy, Wilcox and Durant each having led laps. Problems were developing for the leaders. Murphy was wearing tires, Milton’s hands were blistered, Durant’s car had stopped on the back stretch and Wilcox’s car was out of the race. On lap 103, Milton was relieved by Wilcox. Harry Hartz took over the lead, but was soon overtaken by Wilcox driving the Milton HCS. Milton returned to his car on lap 150 and led to the end. Hartz finished second in a Durant special, Murphy was third in a Durant Special.

Note the frame truss rods supports and high kick-up at rear of frame. Eddie Hearne finished fourth in a Durant Special and L.L. Corum ran fifth driving the Barber-Warnock Special Ford T/Fronty-Ford. Milton’s average winning speed was 90.954 miles per hour. This race produced the first driver, Tommy Milton, to have two Indianapolis wins to his credit, and showed the predominance of the Harry Miller engine and chassis combination. Tommy Milton continued to drive until retiring in early 1926, but returned briefly to drive the Detroit Special for car owner Cliff Durant in May of 1927, then continued as a race official. Harry Hartz retired from competitive driving after a racing accident on October 12, 1927 in Rockingham, N.H., but

1923 500 Second Place Durant Miller. Stutz News/July-September 2009


1923 500 Third Place Durant Miller Cliff Durant, who was credited with a seventh place 1923 500 finish, continued spending a majority of his efforts running the West Coast operations of Durant Motors and other investments. He continued to own race cars and occasionally drove with moderate success. Durant died in 1937 of a heart attack. Records indicate that the Milton / Stutz relationship continue through at least 5 more championship races, the last being on November 29, 1923. The Howdy Wilcox/Stutz relationship was apparently terminated after the Indianapolis 500 race and was replaced by Earl Cooper as the driver. While some continued as a race car owner for many years, then as a race official. Jimmy Murphy was fatally injured on September 26, 1924 in a race in Syracuse, N.Y. Howard Wilcox was fatally injured at an Altoona, PA. race on September 4, 1923.

Photo taken sometime after the 1923 INDY 500. Note the radiator on the winning HCS Special. 10

Stutz News/July-September 2009

minor changes may have been made to the HCS cars after the race, the most apparent was the radiator shell, from the characteristic Miller shape to a flat one, more resembling the HCS motor car. The HCS’S teams results during the remainder of the season were: 7-4-23 Kansas City 1.25 mile board track - 250 miles

Cooper 2nd

Milton 9th

9-4-23 Altoona 1.25 mile board track - 200 miles

Milton 8th

Cooper 13th

9-15-23 Syracuse 1 mile dirt track --100 mile (non-championship) (Milton established a new world record time of 42.28 seconds)

Milton 1st

9-29-23 Fresno 1 mile board track - 150 miles

Cooper 9th

Milton 10th

10-2-23 Kansas City 1.25 mile board track - 250 miles

Milton 10th

Cooper 12th

11-29-23 Beverly Hills 1.25 mile board track - 250 miles

Cooper 12th

Milton 13th

The 1923 AAA Championship winner was Eddie Heane driving a Durant owned Miller. Second in championship points was Jimmy Murphy driving a Durant owned Miller, third was Bennett Hill driving the McDonald Miller and also a Duesenburg. Fourth was Harry Hartz driving a Durant owned Miller. Milton ended up fifth driving the HCS Miller.

( Fisher was not successful in selling the speedway until 1927, when Eddie Rickenbacker bought the speedway from the original group of four, Fisher, Allison, Wheeler and Newby, who chartered it as Indianapolis Motor Speedway Corp. on Feb 9, 1909.)

BOOK ORDER FORM - The Splendid Stutz To : Order Department, The Stutz Club, Inc., 583 Main Street, Wilbraham, MA 01095

Please send me________copies of The Splendid Stutz.To order your copy, please send a check for $69.95 plus Shipping & Handling* to: (*Shipping to USA addresses $10.95 USD *Shipping to Canadian addresses $15.95 USD)

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Stutz News/July-September 2009


100th Anniversary Celebration of the Mercer Automobile by Robert J. Praetorius (No. 413)

As noted on page 2 of the April - June Stutz Newsletter, Fred Simeone was sponsoring a competition between a 1914 Mercer Raceabout and a 1916 Stutz Bearcat to assist in the celebration of the 100th anniversary of the Mercer automobile. The event was to held at Fred’s Museum on 7/10/2009. I was lucky enough to be included in this event because of Victor Plumbo and his great friends and organizers of the Mercer event, Karl and Laura Darby. The day started at 10 a.m. with a tour of Victor Plumbo’s Museum in Egg Harbor Township, New Jersey. He has a collection of 19 cars which include a 1907 Mercedes Benz open limousine, a 1914 and a 1922 Mercer Raceabout, 1919 Pierce Arrow touring, two L29 Cords, a 1937 Cord Super-Charged convertible, a 1934 Invicta, and several other cars of less prominence. Unfortunately he does not have any Stutz cars, but I’m still working on that.

1914 Mercer race about. There were 50 Mercer members in attendance and a full lunch was served by Victor. I have to say that Laura and Karl were the nicest hosts. They allowed me to be included and were excited that I wanted to be part of the event. And many of the Mercer members were very knowledgeable and respectful of the early Stutz Bearcat. And several of the members actually own both marques. I was truly impressed with the friendship and camaraderie that was displayed. We really had a great time.

Arrival at the Simeone Foundation Museum

Laura and Karl Darby, surround Victor Plumbo in his museum in Egg Harbor Township, New Jersey. The first picture enclosed is of Victor Plumbo Museum owner, and Mercer Centennial organizer Karl Darby and his wife Laura standing in front of Victors


We loaded the bus and continued on to the Simeone Museum located in South East Philadelphia near the airport. If anyone ever visit’s the area and has an interest in automobiles, this museum is a must see. It is a brand new facility laid out with meeting rooms, special displays, lunch area, restoration area, test track, and gift shop. There are about 65 original and restored racing sport cars predominantly from Europe. In the collection are four Stutzes that represent the marque well and maybe the largest representation of American automobile manufacturers in Fred’s Museum. There’s a restored 1916 Bearcat and 1929 Supercharged Lemans car. And, there are 1928 and 1928 original Black Hawk, 2 and

Stutz News/July-September 2009

The 1929 Supercharged Black Hawk is featured in a LeMans display. Here are two views of the LeMans Stutz.

The 1928 Stutz Black Hawk BT Speedster 2-Seater is featured in the display of Stutz-Hispano 24 hr Match Race held at the Indianapolis Motor Speedway, April 18, 1928.

4 seaters. We had a guided tour of the museum that captured many of the highlights of the most famous automobiles present before going to the test track for the competition. Because of insurance purposes, the two cars were not allowed to race together. However, they were individually tested on a predetermined course with cones. Both cars have a real throaty sound from the exhaust which would indicate they were playing with valve timing even back then. The Stutz was clearly the larger car and seemed faster accelerating on the strait aways. However, the smaller Mercer was much more agile getting around the turns. The curator and driver Kevin Kelly said the Mercer would be easier to manage in daily traffic. Both cars had difficulty stopping as they both have only mechanical rear brakes. On this day there were no losers. Only great respect for both marques. This was a truly memorable event and definitely worth repeating. I’m sure if the Stutz Club approached Dr. Fred Simeone, he could do something similar for us. And, since

Stutz News/July-September 2009


1914 Mercer Raceabout

1916 Stutz Bearcat

1914 Mercer Raceabout engine

1916 Stutz Bearcat engine

most club members converge on Hershey every year for our annual meeting, it would not be impossible to get a gathering to visit the museum after the Hershey show. Logistically, it would only be about one hour away. And since it is near the airport, lodging and travel arrangements can be made to continue home from there. I’m probably not the driver of this proposal. However, I would help support it in any way possible. Believe me, I felt very proud to be the owner of two Stutz cars even if they are in the garage and not running.

Curator Kevin Kelly in the Stutz on the Museums test track. Note the size of the Bearcat versus the Raceabout. 14

Stutz News/July-September 2009

Photos of Note

Remember the exceptionally fine weather at Hershey in 2008. Member Tim Achenbach (No. 714) of Sinking Spring, PA had his fine 1927 Stutz AA Black Hawk, 2 pass Speedster in the show. Photos by Honorary Member Bobbie ‘dine Rodda (No. 8014H).

Stutz News/July-September 2009


Clippings of Note

The first meeting of the Stutz Centenary Celebration Committee consisting of Bill Greer, George Holman, George Maley, and Turner Woodard with Mr. Chitwood was held December 6, 2007. Since that time our contact regarding plans for the Celebration in 2010 have been with Chris Schwartz, VP Marketing, Indianapolis Motor Speedway. Mr. Jeff Belskus has been in the Tony Hulman Company for 22 years.


Stutz News/July-September 2009

The Woodard’s suite on Turn Two at the Brickyard has a thrilling view of INDY 500 race track giving one of the feeling of being in the race. Ed.

Indianapolis Motor Speedway (IMS) Cancels Plans for their special celebration scheduled for June 18-20, 2010 by your editor In a recent follow-up call to the IMS Marketing Office by George Maley we learned that the new Speedway Management (see previous page) has cancelled the special celebration which had been planned for June 2010. More recently, George Holman has been in contact with The Indianapolis Motor Speedway. They do plan to hold a special Centennial Celebration in 2011 over Father’s Day Weekend in June which will include a Concours d’Elegance, an auction, etc. previously planned for 2010. IMS confirms that the Stutz Club will be a welcomed participant in the 2011 program. This cancellation is a disappointment but not entirely a surprise. The good news is that we can look forward to a great Stutz celebration in Indianapolis in 2011. The Stutz Centenary Celebration Committee suggests the situation be discussed at Hershey to decide the proper course of action to be taken in 2010 and beyond.

Stutz News/July-September 2009


Clippings of Note LeMay Car Museum’s Stutz Boattail Speedster on loan to the Automobile Driving Museum (ADM) in Los Angeles. According to Earl Rubenstein, Curator, this Stutz was rebodied from a Sedan by Coach Craft in 1961-62 when owned by Fred O’Leary. Photo by Norm Knight.

Bill Snyder (No. 273) showed his 1930 Stutz M27 Derham Cabriolet at the Classic Car Club of America Museum’s “2009 Senior Experience.” Photo by Honorary member Bobbie ‘dine Rodda 18

Stutz News/July-September 2009

Membership Reports by Mike Barry, VP Membership !!!!!!!REMINDER!!!!!!! THE ANNUAL STUTZ DINNER WILL AGAIN BE HELD THIS YEAR AT HERSHEY ON OCT 8 (THURSDAY) AT 7:30 PM call Mike Barry 330-730-9498 to reserve dinner. HOWEVER! ********A******NEW ***** LOCATION ****** WYNDHAM GARDEN HARRISBURG/HERSHEY 765 Eisenhower Blvd, Harrisburg Pa 17111 Phone:717-558-9500 This hotel is less than 1/2 mile from the old location Holiday Inn Harrisburg-East ___________________________ FRIDAY OCT 9 2009

OUR FRIDAY MEETING WILL TAKE PLACE AT 2:00PM IN THE CHOCOLATE FIELD SPACES CK 36 & 37 BEHIND THE CCCA TENT See you at Hershey in Oct Any Questions Please call Mike Barry 330-730-9498 ___________________________ Stutz …the car …the man …..a hundred years later …..feel the excitement …..experience the celebration .... coming June 2010 Indianapolis Indiana Details at Hershey

Stutz News/July-September 2009

Please welcome the following new members: 0776 George Moore PO Box 385 Keeseville NY12944 Day Phone : 518-834-7571 Evening Phone : 518-834-7578 Fax : 518-834-7169 1929 Stutz 4 dr sedan Model M 8 Cylinder Engine #31393 1929 Model M Duel Cowl Phaeton 8 Cylinder Le Baron Body Serial #30514

0777 John Muckel 6024 Ocean Terrace Dr Rancho Palos Verdes Ca 90275 Day Phone : 310-408-8551 Evening Phone: 310-541-0308 Fax: 310-377-4178 1920 Stutz Bearcat Model H 0778 Virgil Marple 7825 County Rd 11 Maple Plain Mn 55359 Day Phone: 612-709-3470 Evening Phone: 763-972-3781 E-Mail: 1929 Stutz Blackhawk 6 cylinder Series DW 51H Engine # 16535


In Memoriam

from Old Cars, August 6, 2009

Keith Marvin, charter and honorary member No 79H, was a great enthusiast of Stutz lore and contributor to Stutz News from its inception. On pages 21 and 22 you will find Keith’s first and last letters to the editor. The Marvin file spanning over two decades is over 3 ½ inches thick. The first letter dated May 2nd, 1988 came with Keith’s fine tribute to Peter Helck (1893 - 1988) who died at his home in Boston Corners, NY on April 22nd in his 95th year. In his last letter dated 9 February 2009, Keith comments on an article from the January/ February ‘09 issue of Antique Automobile about the da Vinci automobile now owned by member Shawn Miller, No. 624. We plan to publish Shawn’s story of the da Vinci in a future issue of Stutz News. Not mentioned in Kit Foster’s tribute are two interesting books authored by Keith in the 1960s. Only 300 copies of Automobiles Wasp, 1962 were published by Keith Marvin in the first printing and the editor is happy to have one of them. His other book What was the McFarland?, 1967, 1000 copies were published by Alvin J. Arnheim of New York, NY. Fortunately I acquired copy No. 340 of this book, previously in Robert Turnquist’s collection, at the 2009 CCCA Museum Senior Experience. One of Keith Marvin’s fine articles on Stutz appeared in the 1982 June issue of The Classic Car, pages 19-29 titled “The Twilight of the Car that Made Good in a Day.” In this story, Keith relates his experience with the last Stutz car produced in 1934 bodied in aluminum by John Charles Company, UK. President Norman C Barrs is currently completing the restoration of this last Stutz.


Stutz News/July-September 2009

I was shocked to learn of Keith’s passing from a letter received from his son William and his daughter India Dobson of Richmond, CA dated 6 July 2009 which I quote; “Dear Bill, we got a letter in from you to our father yesterday signed “Bill” and a return address

at the Stutz Club, so we are guessing it is you. Assuming this is the case, there is sad news to pass along. Our father passed away on June 22nd following surgery he underwent. Over the past couple of weeks, we have been inundated with correspondence from his many friends and acquaintances from various walks of life who he touched in a very good way. As you probably know, first and foremost his life was automotive history and his many friends in that field. Thank you for being part of that “clan” and being a good friend to him. Sincerely, Bill Marvin, India Dodson. My letter of July 6, 2009 was to inform Keith how pleased I was to finally obtain a copy of his book on the McFarland and my full enjoyment of it. (Ed.)

Stutz News/July-September 2009



Stutz News/July-September 2009

Letters to Editor

From: Philippe M. Berlin, Layrac, France (Ed.’s friend) Date: 3 February 2009 At the end of last year 2008, in Spain, was an old car show and there was a Stutz.

Monsieur Philippe M. Berlin also sent this item to the editor on 20 June 2009 along with an article dated 18 April 1928 (in French) from L’Illustration pertaining to Stutz-Hispano match race at the Indianapolis Motor Speedway for our Stutz archives. Our many thanks to M. Berlin for his Stutz inputs!

I post for you a photograph of this Stutz. But, I have no other history about it. Maybe -- you know this car and the owner is perhaps a member of the Stutz Club?

Ed’s Note: This appears to be the 1929 Stutz “M” LeBaron roadster owned by member Juan P. Nadel (No. 566) of Spain.

Stutz News/July-September 2009


From: Ernest J. Toth (No. 56) Date: July 30, 2009 As a follow up to the story about the point Loma race of 1915 Stutz News No. 88, page 14, enclosed is a write up about the race and a photo of Earl Cooper in the #8 Stutz. The roads that the race was run on are still there, only now it is rather built up. Maybe the race can be re-enacted in 2015. Next, I have enclosed a copy of a little paper disc from Ebay. I have never seen or heard about this slogan.


Stutz News/July-September 2009

Stutz News/July-September 2009


Clippings of Note


Stutz News/July-September 2009

Stutz News/July-September 2009


From: Carl & Carrol Jensen (No. 538), Mukwonago, WI Date: August 7, 2009 Hi Bill, It was nice to talk to you yesterday. As promised, I am sending you a few things. The first item includes the two ads that were in the back of a 1912 Motor Age. I thought it was funny that from the Stutz slogan, “The Car that made good in a day - Now Makes Good Every Day;” Mercer clearly counter attacks with, “That is why they make good under all conditions.” The second packet includes a few pages copied from a book on the Santa Monica road races. (I included a copy of the cover for your reference.) Stutz of course was a regular name there and did quite well.

But the interesting part is that in 1919, first and second place were won by Chevrolet Specials. The book goes on to explain that Cliff Durant purchased the first one in 1915, which was a used Stutz racer that he repainted and named “Chevrolet Special.” He later repeated this was another Stutz to have two in the 1919 race. I suspect that there were some updates made as these cars would have been quite dated by this time to take 1st and 2nd place. It sure would be interesting to know more of the details. By the way, this is a great book with a lot of Stutz info and pictures in it. Talk soon. Carl


Stutz News/July-September 2009

Excerpts from the book REAL ROAD RACING - “The Santa Monica Road Races” by Harold Osmer & Phil Harms Stutz News/July-September 2009



Stutz News/July-September 2009

Classifieds FOR SALE 1923 Stutz Sedan

The Club and the editors aim to publish accurate information and recommendations, but neither assumes responsibility in the event of claim of loss or damage resulting from publication of editorial or advertising matter. Statements of contributors are their own and do not necessarily reflect Club policy.

FOR SALE Three (3) RYAN headlights in nice original condition. $2500 for the three. Robert Langton (non-member) 1365 South Oakland Pasadena, CA 51106 Tel: 626-241-7686 1923 Stutz 690 sport sedan


120 in wb, 6 cyl. - 75hp overhead valve engine which has been rebuilt, wire wheels 24 in Buffalos, cy cle front fenders.

Stutz - parts are for 8 cyl. OHC

Ron Shimmin (No. 644) Email me for photos & full description 760-489-1306 $18,500 or offer

FOR SALE Center Hub for 20 inch Buffalo Wire Wheel Carl King (No. 645) 18461 Bollinger Way NE Lake Forest Park, WA 98155 Tel: 206-365-5123

8 cyl. 1926-28 Radiator (Fedders), no shell $200

Two axle shafts $200 each

Differential carrier good gears $300

Barney C. Pollard (248) 762-0350 48215 West Road Wixom, MI 48393 ___________________________________________

Need to post a WANTED or FOR SALE notice? Please submit to

The Stutz Club, Inc. William J. Greer, Editor 7400 Lantern Road Indianapolis, IN 46256 A donation to the magazine is appreciated. There is also a very active forum online at (where you can also pay your dues using PayPal.)

Stutz News/July-September 2009


Line up32 for start of 1923 INDY 500. HCS Special sits on pole. Could that be Harry Stutz inStutz hat and dark suit by his Car No. 1? News/July-September 2009

Stutz News Issue #89 Summer 2009  

July - September 2009 issue of The Stutz Club magazine, Bill Greer Editor

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