Photo by Mark J. McCourt.
William Stout wasn?t an automotive engineer. In fact, the man billed as the ?father of modern aviation? had a series of aeronautical credits to his name, including the first commercially available monoplane with a cantilevered, internally braced wing (known as the ?Bat Wing?). Stout was also the first to promote an all-metal airplane, viewing this as a superior alternative to the stretched-fabric-over-wood-frame construction so popular in the early decades of the 20th Century. Ultimately, however, Stout thrived on taking existing designs and improving upon them, and the lessons he learned from aeronautical engineering ultimately led him to design one of the most remarkable vehicles of the 20th century: the Stout Scarab.
Calling it the very first minivan hardly does the Stout Scarab justice. Built without compromise for the fortunate few who could afford the $5,000 price of admission in 1934 (roughly the equivalent of $87,000 today), the Scarab boasted innovative features like fenders incorporated into the body, deleted running boards, rear wheel skirts, hidden hinges and flush glass, all meant to optimize airflow and reduce wind noise. The cabin featured amenities like a dust filter to ensure that cabin occupants enjoyed pollen-free motoring, ambient lighting, heating controlled via thermostat, power door locks and leather seating that could be repositioned to fit around a rear-cabin table (except for the driver?s seat, which was fixed in position). While the driver?s door was conventionally located, all passengers entered and exited via a centrally-mounted passenger door, allowing easy entry to front or rear seats.
Stout had a history with the Ford Motor Company (which had purchased the Stout Metal Airplane Company, ultimately leading to the production of the Stout-designed Ford Tri-Motor), so Ford mechanicals were chosen for the Scarab. A flathead V-8 was mounted flywheel-forward atop the rear wheels for enhanced traction (and additional cabin space), and output was said to be 95 horsepower and 154 pound-feet of torque. A three-speed manual transmission provided acceleration that was reasonable for the day (0-60 MPH in 15 seconds, according to a review in Special Interest Autos), especially in light of the Scarab?s size. Despite its 195.5-inch length and 72.25 inch height, the Scarab weighed just 3,300 pounds, but it could have been even lighter. The first prototype, constructed in 1932, used aluminum for the upper body and magnesium for the doors, but these materials were deemed cost-prohibitive for production versions. When the first production Scarab was constructed in 1934, it carried a steel body mounted on a steel space frame.
Underneath, the Scarab used independent lower control arms, coil springs and ?oleo? struts up front, accompanied by independent swing axles, unequal-length upper and lower control arms, transverse leaf springs, ?oleo? struts and upper and lower trailing arms in the rear. Brakes were hydraulic, and cast-iron drums were used in each corner. Words like ?smooth? and ?stable? were often used to describe the ride of the Stout, which was the exact intention of its creator, who saw it as the ideal vehicle for stress-free cross-country family journeys.
The Scarab was styled by John Tjaarda, the same designer behind the Briggs Dream Car concept that would ultimately morph into the 1936 Lincoln Zephyr. Meant to resemble the beetle for which it was named, the Stout borrowed heavily from the streamlining style book, a growing element of Art Deco design at the time the Scarab was penned. Though the Scarab?s lines were considered controversial at the time of its highly publicized debut, the Stout is now considered to be an iconic Art Deco vehicle, from its Egyptian-themed front grille to its flowing and elaborate rear metal work.
It?s believed that nine Stout Scarab models, each with a slightly different interior layout, were constructed by the Stout Motor Car Company between 1934 and 1939. Initial sales were by invitation only (as the Scarab was always intended to be a low-production model, with a target production of just 100 units per year), and the list of buyers read like a ?Who?s Who? of America?s wealthiest and most influential citizens. The Firestone family had one, as did the Wrigleys (of Wrigley chewing gum notoriety), the Dows (of Dow Chemical) and the Stranahans (founders of Champion Spark Plugs); despite this early attempt at marketing to key influencers (several of whom were on the board of Stout Motor Company), most potential customers could justify neither the Scarab?s quirky styling nor its stratospheric selling price.
1946 Stout Scarab Project Y photo by Joanna Poe.
World War II interrupted any further development or marketing of the original Scarab, but Stout returned with a new version, called the Stout Scarab Experimental (or Stout Project Y), in 1946. In addition to more contemporary and conventional (i.e., sedan-like) styling, the Project Y boasted the first use of a fiberglass body and a fully pneumatic suspension, but never saw production. Given the company?s low production volumes, the Project Y would have been priced beyond the means of most potential buyers, with some estimating a required selling price of $10,000.
Of the nine Stout Scarabs that were produced, five are known to survive today. Several have high mileage (Stout himself reportedly racked up some 250,000 miles on his own Scarab), a testament to how practical the design would ultimately prove to be. When the era of the minivan finally did arrive in America, many of the Scarab?s pioneering ideas (side entry passenger door, flexible seating, absence of a driveshaft tunnel to maximize interior room) were incorporated, proving that William Stout?s unconventional design had merit. As was often the case with Stout?s ideas, the Scarab offered a glimpse into the future that few could see back in 1934.
Source: http://blog.hemmings.com/index.php/2013/07/11/cars-of-futures-past-stout-scarab/
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