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60-517: Stutz Motor Company took over the company wholesale in 1932, hoping that the truck would save the failing company. The Pak-Age-Car company was not enough for Stutz to pin their hopes on. After Stutz's bankruptcy Auburn Central Company took over the Pak-Age-Car rights in 1938, moving the production line to their underutilized plant in Connersville, Indiana . Within a year, Auburn transferred

120-572: A car built by Stutz in under five weeks and entered in the name of his Stutz Auto Parts Co. was placed 11th in the Indianapolis 500 earning it the slogan "the car that made good in a day". Ideal built what amounted to copies of the racecar with added fenders and lights and sold them with the model name Stutz Bearcat, Bear Cat being the name of the actual racecar. The Bearcat featured a 389 cu in (6.4 L) Wisconsin brawny four-cylinder T-head engine with four valves per cylinder, one of

180-414: A converter of commercial trucks to all-wheel-drive (AWD) vehicles, as well as a manufacturer of transmissions , transfer cases , and axles for heavy vehicles. Marmon-Herrington axles can still be found on even the newest military vehicles and commercial trucks. In addition to building installation kits for all-wheel-drive, the company has also become a front-drive-axle and transfer case manufacturer to

240-530: A direct comparison with the horse. The first prototype was called the Pac-Kar , and was finished in 1925. Production commenced in 1926, on a small scale, but with very little financial backing the company did not build many vehicles in spite of continuous improvement and development. The company building these trucks changed names repeatedly, starting out as the Package Car Corporation, becoming

300-518: A focal point of the Indianapolis arts community. The building also housed other small businesses. In 2021, Woodard sold the building to real estate investment firm SomeraRoad, who planned to redevelop the site into a work-play destination. After a $ 100 million redevelopment, the new Stutz site reopened in May 2023 with restaurants, a coffee shop, a bakery, and a bar. The building is also the house of

360-588: A plant in Windsor, Ontario , and remained in Indianapolis until 1963. It is now based in Louisville, Kentucky . Founded in 1931 by Walter C. Marmon and Arthur W. Herrington , the company was the successor to the Marmon Motor Car Company , a maker of high quality, costly automobiles from 1902 to 1933. By the early 1930s, the U.S. economy had taken a severe downturn, and with the onset of

420-485: A steep drop in the need for military vehicles, so Marmon-Herrington looked for another area of vehicle manufacturing in which it might find new business. Its first "trolley coaches", the more common term for trolley buses at that time, introduced innovative features such as lightweight monocoque bodies and strong, double-girder sidewalls, which made the Marmon–Herrington trolley coach the best-selling trolley coach of

480-524: A successful start in March 1931, when the company procured contracts for 33 T-1 4x4 aircraft refueling trucks, powered by 6-cylinder Hercules engines, followed by a variety of 4x4 and 6x6 vehicles for the U.S. and Persian armies, for use as general load carriers, towing light weaponry, mobile machine shops, and wreckers. Reconnaissance, scout and armored cars were also made, some with four-wheel steering as well as four-wheel drive. In 1932 Marmon-Herrington built

540-626: A switch to engines made by Auburn-owned Lycoming . These were the 220.89 cu in (3620 cc) 30 hp (22 kW) CT type L-head engine, although some sources indicate that the DC type was fitted. The rear axle was from the Columbia Axle Company, another Auburn subsidiary. The two wheelbases offered remained as before, and the Auburn-made cars can easily be recognized by having rounded corners and distinct rubber gaskets on

600-766: The Cleveland Railway , with 125; vehicles were also sold to two cities in Brazil . The principal models were the TC44, TC48, and TC49, with the number denoting the number of seats. A single order of the 40-seat TC40 model was produced for San Francisco, and likewise, the TC46 was produced for only one customer, Philadelphia , before Marmon-Herrington replaced it with the TC48 model. Trolley bus production lasted from 1946 until 1959; in total, 1,624 vehicles were produced, all at

660-759: The Great Depression , the Stutz company went defunct in 1938. The Stutz Motor Car Company produced roughly 39,000 automobiles in their Indianapolis factory during their existence. The Stutz brand was revived in 1968 as Stutz Motor Car of America , with a focus on producing Neoclassic automobiles . The company is still in existence, but sales of factory-produced vehicles ceased in 1995. The Ideal Motor Car Company, organized in June 1911 by Harry C. Stutz with his friend, Henry F Campbell, began building Stutz cars in Indianapolis in 1911. They set this business up after

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720-647: The Marmon brand. Marmon-Herrington's longtime main plant and headquarters in Indianapolis was closed in 1963. The remaining production became part of an association of companies which in 1964 adopted the name Marmon Group . During the Cold war era , Marmon diversified its production line by adding aircraft, missiles and rockets ground support equipment , manufactured by its subsidiary, Cardair , based in Chicago, Illinois . The Marmon-Harrington Company continues today as

780-696: The Stutz Factory , was the manufacturing facility and former headquarters of the Stutz Motor Company located at 1060 North Capitol Ave. and 217 West 10th St. in downtown Indianapolis, Indiana. The site consists of two building, the Stutz Factory and the Ideal Motor Car Company Building. The Stutz Factory (now known as Stutz I) occupies 5 acres (2.0 ha) of space, bounded by West 11th and 10th streets to

840-463: The 1980s, and several remained in service until 2001. The Illinois Railway Museum has preserved two ex- Chicago Transit Authority Marmon-Herrington trolley coaches and one ex- Milwaukee unit. In the early 1960s, the Pritzker family bought the company, and soon the focus on full vehicle manufacturing ended, the truck designs being sold to a new company, Marmon Motor Company that traded under

900-742: The American government was approached with a request that it produce a replacement for the Tetrarch. This request was made by the British Air Commission in Washington, D.C. , with a proposal calling for a tank of between 9 t (8.9 long tons) and 10 t (9.8 long tons) to be developed, this being the maximum weight the War Office had decided could be carried by current glider technology. The United States Ordnance Department

960-587: The Great Depression, the market for prestigious luxury cars mostly collapsed. To keep his business going, Marmon joined forces with an ex-military engineer in the person of Arthur Herrington in 1931, with a new idea to focus on building all-wheel-drive trucks. And so the company became Marmon-Herrington, initially as the truck production division of the Marmon Motor Car Company, developing military trucks. Marmon-Herrington got off to

1020-942: The Marmon-Herrington design and requested that the company produce a prototype tank, which was completed in late 1941; it was designated the Light Tank T9 (Airborne) by the company and the Ordnance Department and later designated M22 . The company also manufactured airport fire trucks, like the Marmon-Herrington MB-1 and Marmon-Herrington MB-5. They were mainly used by the military, like the U.S Army Air Force and U.S. Navy . Post-War civilian adaptations, known as " Brush Breakers ", were also produced. The company's foray into transit buses began in 1946, when it produced its first electric trolley bus . The end of World War II had brought

1080-630: The Mechanical Manufacturing Company, and finally Northern Motors, Inc. Several of these firms had connections with the Swift meatpacking empire , likely aiding the company in moving inventory. The original version was narrow, with a cab 52 inches (130 cm) wide and a completely flat front end. The driver stood, there being no seat, and could exit either side of the doorless cab for speedy deliveries. Brakes, clutch, and throttle were all hand operated, with levers either side of

1140-492: The Pak-Age-Car would be able to save the company. The courts disagreed, and liquidation plans were offered in August 1937. With the court's permission, another 100 Pak-Age-Cars were finished that November to fill standing orders. There were plans to form a new, separate company to continue manufacture in the old Stutz premises, but they came to nought. The rights to the Pak-Age-Car then reverted to Northern Motors of Chicago, who sold

1200-457: The Pak-Age-Car would henceforth be carried out by Diamond T while the manufacture remained in their Connersville plant. The Auburn Central Manufacturing Corporation took over the Pak-Age-Car trademark in December 1938, stating that the company was in the business of manufacturing vehicles, excluding engines. Production had recommenced on October 15, 1938, along with some minor changes, including

1260-532: The Pak-Age-Car. They also redesigned and reengineered it for the 1936 model year, giving it a new, more conventional look with a V-shaped front with a split windshield and attached front fenders. The engine, still in a convenient module, was switched to a four-cylinder Hercules IXA unit of 113.1 cu in (1853 cc). Weight for the new Model 90 was up from the original 1,800 to 2,650 lb (820 to 1,200 kg), with payload ranging from 2,000 to 3,600 lb (910 to 1,630 kg). The new design also offered

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1320-558: The Royale had a 424.8-cubic-inch (7.0 L) Oldsmobile engine rated at 180 hp (134 kW; 182 PS). This incarnation of Stutz had some reasonable success selling newly designed Blackhawks , Bearcats , Royale Limousines , IV Portes , and Victorias . Elvis Presley bought the first Blackhawk in 1971, and later purchased three more. Frank Sinatra , Dean Martin , Evel Knievel , Barry White , and Sammy Davis Jr . all owned Stutz cars. The Stutz Blackhawk owned by Lucille Ball

1380-483: The T9 Ford–Marmon-Herrington unarmored half-track was produced for the U.S. Army and featured the tracks, the powered front axle and a front ditch roller that would be used on the armored half-tracks of World War II . Marmon-Herrington also made multi-stop delivery vans and passenger vehicles. The company designed a military armored vehicle which could be constructed on a commercial truck chassis. The design

1440-466: The annual "Butter" fine art fair put on by GANGGANG and a number of artist spaces. In August 1968, New York banker James O'Donnell raised funds and incorporated Stutz Motor Car of America . A prototype of Virgil Exner 's Stutz Blackhawk was produced by Ghia, and the car debuted in 1970. All these cars used General Motors running gear, featuring perimeter-type chassis frames , automatic transmission , power steering and power brakes with discs at

1500-417: The building. After the Stutz company folded, Eli Lilly and Company moved into the space in 1940. Lilly used the factory to house its Creative Packaging division until 1982. After sitting vacant for more than a decade, Indianapolis-based real estate developer Turner Woodard purchased the Stutz Factory in 1993. Woodard reimagined the space as an artist community, with an annual artist showcase that became

1560-544: The cab. The very square body was of a frameless steel and wood sandwich construction and sat on a 92 + 1 ⁄ 2  in (2,350 mm) wheelbase, with the front wheels projecting about halfway in front of the cabin. The engine was a 7-horsepower horizontally opposed two-cylinder made by the Hercules Engine Company . The entire drivetrain was designed as a quickly removable module for ease of repair. The manufacturer said it took only 15 minutes to swap

1620-541: The company as a developer of safety cars , a recurring theme in the auto industry. In the case of Stutz, the car featured safety glass, a low center of gravity for better handling , and a hill-holding transmission called "Noback". A significant advance was the 1931 DOHC 32-valve in-line 8 called the "DV32" (DV for 'dual valve'). This was during the so-called "cylinders race" of the early 1930s when makers of some expensive cars were rushing to produce multi-cylinder engines. However, Stutz continued its performance heritage with

1680-567: The company to Auburn in August 1938, transferring the rights and the tooling to Indiana. Stutz was liquidated in April 1939. On August 25, 1938 the new Pak-Age-Car Corporation was formed by Auburn Central Manufacturing Corporation — what remained of the A - C - D empire. Auburn's vice-president, Roy H. Faulkner, was the president of the new company. After their own recent bankruptcy, Auburn did not have any sales network left to speak of, and in March 1939 they announced that service and distribution of

1740-521: The company's Indianapolis factory. The last of San Francisco's 260 Marmon-Herrington trolley buses were retired in 1976 and Philadelphia's last units in 1981. Some Marmon-Herrington trolley buses withdrawn from service in the United States were sold secondhand to Mexico City 's Servicio de Transportes Eléctricos (STE) between the late 1960s and late 1970s and continued in service for many more years on that city's trolley bus network. Although

1800-470: The company's first 25 years of existence (1971–1995). Sales of Stutz began to wane in 1985, but continued until 1995. Warren Liu became its main shareholder and took over ownership of Stutz Motor Cars in 1982. Marmon-Herrington The Marmon-Herrington Company, Inc. is an American manufacturer of axles and transfer cases for trucks and other vehicles. Earlier, the company built military vehicles and some tanks during World War II , and until

1860-461: The drivetrain package; this could be carried out with no effect on the payload. Stutz sales were stagnant through the 1920s; picking up the Pak-Age-Car distribution in 1927 added some much-needed business. Stutz sales collapsed entirely with the Depression and in an effort to stay afloat, on 15 November 1932 Stutz took a controlling interest in the troubled Pak-Age-Car company and promptly moved

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1920-489: The dual overhead cam, in-line 8 engine design. Brochures boasted the cars were capable of top speeds of more than 100 mph (160 km/h). The following year, a 4.9-liter (300 in ) Stutz (entered and owned by wealthy French pilot and inventor Charles Weymann ) in the hands of by Robert Bloch and Edouard Brisson finished second at the 24 Hours of Le Mans (losing to the 4.5-liter [270 in ] Bentley of Rubin and Barnato , despite losing top gear 90 minutes from

1980-628: The earliest multi-valve engines, matched with one of Harry Stutz's transaxles. Stutz Motor has also been credited with the development of "the underslung chassis," an invention that greatly enhanced the safety and cornering of motor vehicles and one that is still in use today. Stutz's "White Squadron" race team won the 1913 and 1915 national championships before withdrawing from racing in October 1915. In June 1913 Ideal Motor Car Company changed its name to Stutz Motor Car Company (of Indiana) and Stutz Auto Parts Company (it manufactured Stutz's transaxle )

2040-684: The fastest production car in America. Also in 1927, Stutz won the AAA Championship winning every race and every Stutz vehicle entered finished. In 1929, three Stutzes, with bodies designed by Gordon Buehrig , built by Weymann's U.S. subsidiary , and powered by a 155 hp (116 kW; 157 PS), 322 cu in (5.3 L), supercharged , straight 8 ran at Le Mans, driven by Edouard Brisson, George Eyston (of land speed racing fame), and co-drivers Philippe de Rothschild and Guy Bouriat; de Rothschild and Bouriat placed fifth after

2100-487: The first all-wheel-drive truck and trailer combination, and the largest trucks ever built at the time, for oil pipe construction in Iraq. Construction of all-wheel-drive (AWD) vehicles and conversion of existing vehicles to AWD were among the company's products. Marmon-Herrington's all-wheel-drive conversions of Ford light trucks were successfully sold to the military of both the U.S. and several foreign governments. In 1936,

2160-410: The flag ), the best result for an American car until 1966. That same year, development engineer and racing driver Frank Lockhart used a pair of supercharged 91-cubic-inch (1.49 L) DOHC engines in his Stutz Black Hawk Special streamliner land speed record car, while Stutz set another speed record at Daytona Beach , reaching 106.53 mph (171.44 km/h) driven by Gil Andersen making it

2220-469: The front. Features included electric windows, air conditioning, central locking, electric seats, and leather upholstery. The sedans typically included a console for beverages in the rear seat. Engines were V8s, originally 400 or 460 cubic inches (6.6 or 7.5 L), but by 1984 the Victoria, Blackhawk, and Bearcat came with a 160 hp (119 kW; 162 PS), 350.0-cubic-inch (5.7 L) engine while

2280-879: The last Marmon-Herrington trolley buses in original form were retired by STE in 1988, many underwent a rebuilding of their bodies in the 1980s by the Mexican company Moyada and continued working; the last five of these Moyada-remodeled Marmon-Herrington trolley buses of STE survived in service until 2002. By the late 1950s, the market for new trolley buses in North America had dried up, as some trolley bus systems were being abandoned while others had re-equipped with new Marmon-Herrington vehicles. The company's last orders for transit vehicles were also its only export orders for trolley buses, to Recife and Belo Horizonte in Brazil , comprising 65 and 50 TC49s, respectively, delivered in 1958–59. Recife overhauled some of its TC49s in

2340-421: The late 1950s or early 1960s was a manufacturer of trucks and trolley buses . Marmon-Herrington had a partnership with Ford Motor Company , producing trucks and other commercial vehicles, such as buses. The company may be best known for its all-wheel-drive conversions to other truck maker's units, especially to Ford truck models. Founded in 1931, Marmon-Herrington was based in Indianapolis, Indiana , with

2400-399: The manufacture to their Indianapolis plant, with manufacture beginning by March 1933. These were redesigned by Stutz: sitting on a 90 in (2,290 mm) wheelbase the sheet metal received rounded corners, it enclosed the rear wheels, and the front edge of the roof tapered down somewhat. The hand controls remained and the front wheels still acted in lieu of a front bumper. The overall effect

2460-507: The north and south and North Capitol and Senate avenues to the east and west. The Ideal Motor Car Company building (now known as Stutz II) is located directly to the south of the factory, with its boundaries as West 10th street to the north, North Senate Avenue to the west, and Roanoke Street to the east. Both structures were added to the National Register of Historic Places in 2022. The original Ideal Motor Car Company building

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2520-627: The option of sliding side doors as well as different rear door layouts. Stutz also presented a long-wheelbase version at the 1936 National Bakers' Conference. The wheelbase was extended to 116 in (2,950 mm) and the provision of a driver's seat was made. On May 3, 1936, Stutz announced that ex- Marmon man George H. Freers was the Package Car Company's new Chief Engineer. His tenure was not long, as Stutz filed for bankruptcy in April 1937. With firm orders for over 400 vehicles and decent prospects for more, company management hoped that

2580-469: The other two cars fell out with split fuel tanks. Stutz Motor acquired the manufacturing rights for the Pak-Age-Car , a light delivery vehicle that they had been distributing since 1927. A total of 15 new Stutz models were introduced at the 1932 New York Motor Show by Charles Schwab including the Pak-Age-Car. The delivery vehicle was put into production by Stutz's Package Car Division in March 1933 and

2640-531: The postwar era. Its trolley buses were successful in the fleets of many North American cities, most notably Chicago and San Francisco , which purchased large numbers; Chicago bought 349 in a single order (delivered in 1951–52), a record for Marmon-Herrington. Marmon-Herrington supplied trolley buses to 16 different cities in the United States, among the buyers being the Cincinnati Street Railway Company , which purchased 214, and

2700-480: The production of automobiles stopped. When production ended in 1935 35,000 cars had been manufactured. Stutz Motor was charged by stock manipulation again in 1935, but without the excesses that occurred in 1920. Stutz Motor filed for bankruptcy in April 1937, though its assets exceeded its liabilities. Creditors were unable to agree on a plan for revival and in April 1939, the bankruptcy court ordered its liquidation. The Stutz Motor Car Company Factory , now known as

2760-491: The remaining structure is one story and constructed with concrete. The factory site is a set of seven interconnected buildings constructed between 1914 and c. 1967. Each building is constructed using concrete, and are connected by brick bridges across the upper three stories. The first building of the factory (Building A) was constructed on the southeast corner of the city block, at the northwest corner of West 10th Street and North Capitol Avenues. The second building (Building B)

2820-403: The sales and service to Diamond T while retaining the Pak-Age-Car manufacture. With Auburn Central Company as well as Diamond T focusing on wartime production, Pak-Age-Car manufacture was halted for good in 1941. Of the circa 3,500 built, only about ten Pak-Age-Cars are thought still to exist. Six are Stutz-made ones and the remaining four Diamond Ts. Working vehicles generally do not survive at

2880-469: The same ratio as passenger vehicles, and being built in an age before mechanical cooling systems Pak-Age-Cars delivering perishables were usually packed with ice to keep them cool. As a result of the melting ice, they quickly rusted away from the inside out. The concept was developed by two men named Oldfield and Rollston, both of Chicago, with the intent of providing a direct replacement for the horse. As late as 1933, Stutz's marketing material still contained

2940-561: The war effort, Pak-Age-Car production was discontinued in March 1941. Stutz Motor Company The Stutz Motor Car Company was an American automobile manufacturer based in Indianapolis, Indiana that produced high-end sports and luxury cars . The company was founded in 1911 as the Ideal Motor Car Company before merging with the Stutz Auto Parts Company in 1913. Due to the pressures of

3000-452: The windshields. The Auburn-made cars also have different steel wheels with slightly larger hubcaps. They were marketed as the Model 91 and Model 117 , respectively. Some period spare parts brochures list the Pak-Age-Car as having been available until 1946, but most sources do not support this. With Auburn converting their plant to focus on building Jeep bodies and B-24 Liberator wings for

3060-400: Was built in 1916 directly to the north of Building A. The third structure (Building F) was built in 1917, and added to in 1919, on the southwest corner of the city block. Buildings C and D were built to the north of Buildings B and F, and completed in 1920. Building E was also completed in 1920, and located directly to the north of Building C. Lastly, Building G was an addition to Building D that

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3120-494: Was completed around 1967. Buildings A, B, C, and E are connected using the brick bridges, while Buildings D, F, and G were connected by closing off unused alleys in the 1950s. The Stutz Factory is constructed in the Daylight Factory style. Daylight Factory is a type of reinforced concrete frame industrial building that utilized a patented modular structural system that allowed larger windows and increased lighting into

3180-419: Was constructed on the southwest corner of West 10th and North Roanoke streets in 1911. This portion of the building was added to in 1937, bringing the northwest portion of the building to three stories. A large-scale addition occurred 1941, which expanded the building's overall footprint to North Senate Avenue. The building was again expanded in 1946 and c. 1970. Other than the part of the building updated in 1937,

3240-797: Was delisted. The Stutz Motor corner was the last publicly detected intentional corner on the New York Stock Exchange. Ryan Sr., was bankrupt in August 1922 as well as disinherited by his father, Thomas Fortune Ryan . Meanwhile, two friends of Thomas Fortune Ryan found themselves with large parcels of Stutz stock, Charles Michael Schwab and Eugene Van Rensselaer Thayer Jr. (1881–1937) , president of Chase National Bank . The new owners brought in Frederick Ewan Moskowics, formerly of Daimler-Motoren-Gesellschaft , Marmon , and Franklin , in 1923. Moskowics quickly refocused

3300-574: Was for a time on display at the Imperial Palace Hotel and Casino Auto Collection in Las Vegas . The Stutz was marketed as the "World's Most Expensive Car" with a Royale limousine priced at $ 285,000 and a Blackhawk coupé over US$ 115,000 in 1984. However, other producers sold secret cars for much more, and the much more expensive Ferrari F40 appeared just 2 years later. Production was limited and an estimated 617 cars were built during

3360-461: Was given the task of developing the proposed tank, and in turn, requested designs from three American companies: General Motors , J. Walter Christie and Marmon-Herrington. The design offered by Christie in mid-1941 was rejected as it failed to meet the specified size requirements, as was a modified design the company produced in November. At a conference in May 1941, the Ordnance Department chose

3420-534: Was merged into it. To find new investment capital for expansion Stutz Motor Car Company (of Indiana) was sold in 1916 to Stutz Motor Car Company of America under an agreement with a consortium to list the specially organized holding company's stock on the New York Stock Exchange. As a part of the listing process, the number of cars produced and sold since 1912 was reported to potential investors: 1913, 759; 1914, 649; 1915, 1,079; 1916 (first six months) 874. Stutz, Campbell, Allan A. Ryan, and four others were directors. Stutz

3480-412: Was president and Allan A. Ryan vice-president. Harry Stutz left Stutz Motor on July 1, 1919, and together with Henry Campbell established the H. C. S. Motor Car Company and Stutz Fire Apparatus Company. Allan Aloysius Ryan (1880–1940), father of Allan A. Ryan Jr. , was left in control of Stutz Motor. Ryan Sr., and friends attempted stock manipulation which in April 1920 proved disastrous. Stutz Motor

3540-511: Was still that of a box with wheels. Instead of the early two-cylinder, the first Stutz Pak-Age-Car was now equipped with American Austin four-cylinder, 747 cc (45.6 cu in) engines (a change which may have taken place as early as 1930) and also facelifted. In January 1935, Stutz announced that they would no longer build passenger cars, focusing their efforts entirely on the Pak-Age-Car. Stutz believed it possible, even announcing new hiring in November 1935 to meet anticipated demand for

3600-720: Was taken up by South Africa in 1938, the result of which became known as the Marmon-Herrington armoured car , which was used by British and Commonwealth armies in the North Africa Campaign . During World War II the British were looking for a purpose-built airborne light tank to replace the Tetrarch light tank but decided not to produce the tank in Britain due to a lack of production capacity. Instead,

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