Marcus

Detroit Free Press (Detroit, Michigan) · 28 Apr 1929, Sun · Page 67

Between 1909 and 1912 approx.

Recently I came across some information which may have something to do with Russell Begg's move from Budd to Stutz. Here is how I used this in a recent presentation about Begg. "Significantly when Begg moved to the BuddCompany they were in the final design stages of afront wheel drive car named the car Ruxton after apotential financier who dropped out. The initialdesign preceded the FWD Cord. This car was shown to Andre Citroen who had a longstanding steel body technical association with Budd.At the time Ruxton promoter and Budd companydirector, Archie Andrews was trying to put aconsortium together to merge Jordan, Pierce Arrow,Peerless and Moon. Perhaps Begg’s move to Buddwas part of those ambitions. The car was shopped around to many of the era’smid-sized manufacturers but none were willing totake a chance on the vehicle. A few Ruxtons wereeventually produced in the Moon Motors plant in St.Louis Missouri, but its ill-timed introduction by a firmwith no manufacturing facilities was just too much ofa hurdle to overcome. Budd ended up building a couple hundred sedanbodies for the car, although they were produced inEngland by their Pressed Steel subsidiary. The hub cap design was a Begg patent. Budd built another front-wheel-drive prototype in1929 for Andre Citroën. The Citroën was different, itwas built using an integral frame and chassis whereits bodywork also served as a stressed portion of thechassis - a concept pioneered by Marmon in theteens and Lancia in the twenties that is popularlyknown today as unibody or monocoque construction.All this occurred during Begg and Kuiper’s period atBudd. Later in 1934 Budd designed and developed the bodyfor the Chrysler Airflow and a year later the LincolnZephyr. In Germany Ambi Budd assisted in the developmentand manufacture of the new Opel Olympia andKadett integral steel bodies and later helped buildthe first Volkswagen. Begg’s CV reports he was Chief Engineer of the Stutzcar company in early 1930 not long before thatcompany’s demise and Kuiper was again his assistantchief. One wonders whether they presided over thedevelopment of this 32 valve doc 6 when their rivalswere into V12 and V16s. What is interesting is that this time Archie Andrewswas involved in another attempt to merge Jordanwith other struggling luxury car makers includingStutz, once again it may be that Begg’s briefinvolvement Stutz relates to this, bearing in mind hewas an orginal Jordan shareholder. " Does any of this resonate? Appreciate any Input. Thanks in anticipation, Marcus

Are any Stutz enthusiats able to provide any information about Russ Begg who was rported as joining Stutz in the role of chief product engineer after working for Jordan and Budd. You can reach me on jandm.mcinnes@bigpond.com in Australia. Thank you, Marcus

Gentlemen, Does any member have any information about 2 engineers, Russ Begg and Greg Kuiper who reputedly worked for Stutz in the late 20s early 30s. Both formerly worked for the Jordan car company and later for GM in Europe and Australia. Any input would be appreciated. Regards, Marcus