Image of 1918 Stutz Series S, Note: These illustrations use artistic license and may differ from actual historical models.

Engine Specifications
Engine:	T-head inline 4-cylinder engine
Displacement:	360 cubic inches
Horsepower:	Estimated 80 HP
Torque:	Not available
Compression Ratio:	Not available
Ignition System:	Magneto ignition system
Cooling System:	Water-cooled
Performance Specifications
0-60 Time:	Not available
1/4 Mile Time:	Not available
Top Speed:	70 mph
Transmission and Drive
Drive Type:	Rear-wheel drive
Transmission Type:	3-speed manual transmission
Fuel and Efficiency
Fuel System Type:	Carburetor
MPG:	Not available
Dimensions and Brakes
Brakes:	Mechanical drum brakes
Wheelbase:	130 inches
Weight:	Estimated 3,200 lbs

1918 Stutz Series S: The Sporting American Classic

The 1918 Stutz Series S was built for drivers who wanted more than stately transportation: it was a powerful, competition-inspired automobile from one of America’s most ambitious early manufacturers. Produced by the Stutz Motor Car Company of Indianapolis, Indiana, the Series S carried the sporting reputation established by Stutz’s racing efforts into the hands of road-going motorists.

Stutz was founded by engineer and entrepreneur Harry C. Stutz. The company earned national attention after its first car, the Stutz Bearcat, competed in the 1911 Indianapolis 500 and finished eleventh despite having been developed in remarkably little time. That early racing success helped create the brand’s enduring identity. The Series S continued that tradition during a period when the United States was shifting toward wartime production and automobiles were still demanding machines to drive and maintain.

One detail that makes the Series S especially intriguing is its connection to Stutz’s advanced 16-valve engine design. While many cars of the era used simpler two-valve layouts, Stutz’s four-cylinder engine had four valves per cylinder, a notable engineering feature for a production car in the late 1910s.

Bearcat Looks, Built-to-Order Style

The Series S had the purposeful proportions of a serious early automobile: a long hood, upright radiator, exposed lamps, tall wire wheels, narrow tires, and a high, straight-sided body. Its fenders swept over the wheels rather than blending into the bodywork, while running boards linked the front and rear fenders. Brass fittings and lamps appeared on many cars of the period, though details depended on the individual car and its equipment.

The best-known sporting expression of the Stutz name was the Bearcat, an open, stripped-down roadster with minimal weather protection and room for a small crew. Touring bodies offered more seating and a folding top, while closed bodies such as sedans and coupes gave buyers greater protection from the elements. Body availability could vary by model year, coachbuilder, and market, so surviving Series S cars are not all configured alike.

Interiors were practical rather than luxurious by modern standards. Open cars commonly used leather upholstery, with painted metal, wood trim, and simple instrumentation. Touring models provided additional seating and a folding top, while closed cars generally had more enclosed, finished cabins. Buyers could choose from colors available through the factory or body builder. Dark greens, blues, maroons, and other subdued shades were typical period choices, but there is no single color that defines every Series S. Many open cars now seen in bright colors reflect later restorations or owner preferences.

Engineering Ahead of Its Time

At the heart of the Series S was a large four-cylinder engine, generally listed at about 361 cubic inches, or 5.9 liters. It used a T-head layout with 16 valves and twin camshafts, and period specifications commonly cited output at roughly 80 horsepower. Published figures can differ by source, and early horsepower ratings were not measured using today’s standardized methods.

The car sent power to the rear wheels through a manual transmission, commonly described as a four-speed unit. Its mechanical layout reflected the priorities of the era: a strong chassis, substantial engine, and components designed for long-distance road use as well as spirited driving. Braking and suspension systems were also very different from modern ones. A Series S lacks contemporary conveniences such as power steering, hydraulic brakes, and independent suspension, making its engineering feel both direct and demanding.

Stutz’s racing reputation helped make performance a selling point at a time when many cars were still associated primarily with basic transport. The Series S was not simply a luxury carriage with an engine attached. Its mechanical specification and sporting image placed it among the more ambitious American cars of its day.

Performance on Period Roads

A 1918 Series S in sound mechanical condition may be capable of roughly 70 to 75 mph, depending on gearing, body style, tire condition, and engine health. That is a period-oriented estimate, not a guarantee for every surviving car. There is no dependable factory 0-to-60 mph figure to quote. Based on its power and weight, a healthy example might take roughly 20 seconds or more to reach 60 mph, but that estimate should be treated cautiously. Original gearing, road surface, and the driver’s willingness to push a century-old car all make a large difference.

On a smooth road, the Stutz feels substantial and purposeful. Its long wheelbase helps it settle into a steady rhythm, while the engine’s large displacement supplies a strong, measured pull. The sound is a deep mechanical beat rather than the high-revving note of a modern sports car. Gear changes require attention, and the driver must coordinate clutch, throttle, and gear lever with more care than in a contemporary car.

Rough roads bring out the limitations of early suspension and narrow tires. The chassis can jostle over bumps, and the tall body and relatively basic suspension call for a light, attentive touch on winding roads. Steering is unassisted and may feel heavy at low speeds. The reward is a highly connected driving experience: the driver hears the engine, feels the road, and makes nearly every adjustment directly.

What It Was Like to Own

In 1918, a Stutz could serve as personal transportation, a touring car, or a sporting machine, depending on its body and equipment. Today, a Series S is far more likely to be a carefully maintained collector car, a museum piece, or a participant in vintage tours and concours events than a daily driver. Long-distance events are possible, but they require preparation, mechanical knowledge, and a sensible pace.

Maintenance is hands-on. Owners need to keep up with lubrication, ignition tuning, cooling-system condition, fuel delivery, and the adjustment of mechanical components. Parts may be available through specialist suppliers or the early-car community, but some pieces require restoration or custom fabrication. A mechanically capable owner can perform routine work, yet rebuilding the engine, gearbox, or coachwork is a specialist project. Reliability depends heavily on the quality of the restoration and the discipline of the maintenance schedule.

Common ownership challenges include sourcing correct components, keeping the engine cool in slow traffic, finding suitable tires, and adapting to period controls. Those demands are part of the appeal for some collectors, but they make the Series S a poor choice for someone seeking vintage styling with modern-car convenience.

Racing Roots and Stutz Trivia

The Series S benefited from the public image Stutz had built through competition. The company’s early racing story included its entry in the 1911 Indianapolis 500, where the first Stutz finished eleventh. The result helped establish the slogan “The Car That Made Good in a Day” and gave the young manufacturer a memorable calling card.

The Bearcat name is often used as shorthand for early Stutz performance, but not every Series S is a Bearcat. Touring and closed-body versions had different purposes and personalities. This distinction matters to collectors because body style, originality, and documented history can substantially affect a car’s value.

There is no widely accepted, complete production tally for every 1918 Series S body style. A reasonable working estimate is that a few thousand Series S cars may have been built across the model’s production run, with perhaps several hundred to around a thousand from the 1918 model year. Those figures are estimates rather than verified factory totals, and the number of surviving, well-documented examples is much smaller.

A common criticism is that early Stutz cars can be tiring to drive and expensive to restore. Their controls are not intuitive to a modern driver, and the open Bearcat-style body offers little protection from weather. Those drawbacks are also a reminder that the Series S was designed for a very different age of motoring, when mechanical involvement was part of the experience rather than something to be filtered out.

Collector Value and Availability

Values depend strongly on body style, originality, restoration quality, provenance, and whether the car is a genuine Bearcat configuration. As a broad current-market estimate, a sound but less exceptional Series S might fall around $100,000 to $250,000. A well-restored, documented sporting example could bring roughly $250,000 to $500,000 or more. Exceptional cars with important history or particularly desirable specifications may exceed that range, while projects can sell for substantially less.

These are guide figures, not a formal appraisal. Early-car sales are infrequent, and auction results can vary sharply depending on presentation and competition among bidders. Series S cars are rare on the open market, and buyers may wait a long time for the right example. The Bearcat’s name recognition can support strong prices, while touring and closed-body cars may appeal to a narrower group of collectors.

Long-term values for significant early American cars have generally benefited from their scarcity and historical importance, but the market is not guaranteed to rise every year. Restoration costs, changing collector tastes, and the condition of the individual car all matter. The strongest examples are likely to remain the most desirable, especially when they retain correct components and a traceable history.

Why the 1918 Stutz Series S Still Matters

The 1918 Stutz Series S brought together a substantial 16-valve engine, purposeful chassis, and a racing-derived reputation at a time when American motoring was still developing its identity. It offered more than transportation: it asked the owner to take part in the driving, the maintenance, and the machinery itself.

More than a century later, the Series S remains a vivid reminder that early performance cars were built around mechanical courage and direct involvement. It is not the easiest classic to own, but for enthusiasts who value engineering, racing heritage, and unmistakable period character, the Stutz still makes a powerful case for itself.