The 1936 Stout Scarab

The 1936 Stout Scarab was born in the early 1930s when William B. Stout, head of Stout Engineering Laboratories in Dearborn, Michigan, envisioned a rear-engine, rear-wheel drive automobile. He stated in Scientific American, "When we finally 'unhitch Old Dobbin' from the automobile, the driver will have infinitely better vision from all angles. The automobile will be lighter and more efficient and yet safer, the ride will be easier, and the body will be more roomy without sacrificing maneuverability."

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As a pioneer in aviation, known for creating the iconic Ford Tri-Motor, Stout was also passionate about aerodynamics. The Scarab, with its seamless glass and electric door locks, stood out from any vehicle on Depression-era roads. Even Chrysler's innovative Airflow seemed conventional when compared to the Scarab's sleek, teardrop shape, which could only be rivaled by Buckminster Fuller's futuristic Dymaxion.

While the Scarab may have appeared long, reminiscent of a vintage Greyhound bus with postwar "bathtub" Nash influences, its dimensions were not overly impressive. The 135-inch wheelbase was on the longer side, but the total length of just over 16 feet—similar to a 1936 Pontiac—resulted in minimal overhang at both ends. The rear-mounted engine, a common 85-horsepower flathead Ford V-8 paired with a Ford three-speed gearbox, was anything but extraordinary. On a 6000-mile journey, Stout's vehicle achieved an admirable 18.8 mpg.

The interior of the Scarab was as unconventional as its exterior design. While the driver's seat was fixed in place, all other seats could be rearranged on the spacious, flat floor—even positioned around a fold-down table if preferred.

Ronald Schneider from Milwaukee, Wisconsin is the proud owner of two of the estimated nine Stout Scarabs ever built. When he found them, both were in poor condition, resembling "junkyard quality." According to Schneider, these cars were regularly used by their original owners. The Scarab shown here has traveled over 150,000 miles.

After acquiring his first Scarab in the early 1980s, Schneider dedicated several years to locating the missing parts before purchasing another. The second Scarab required less restoration work, but Schneider still invested two years in a complete rebuild. "Whatever wasn't missing was worn out," he explains. "Just about anything that could be wrong, was." Once finished, Schneider entered the Scarab in the 1989 Great American Race and again in 1990.

An advertisement in Fortune magazine stated that production of the 1936 Stout Scarab would be "limited to 100 cars," with a starting price of $5000. However, the actual cost to build the cars was much higher, and nearly all of them were purchased by Stout board members, including notable figures like Phillip Wrigley and Harvey Firestone.

According to Schneider, the Scarab "creates a commotion wherever it goes." With its all-wheel independent suspension, it rides smoothly and quietly, offering an exceptionally stable experience. In fact, it performs much better than his 1936 Fords, with considerably lighter steering. The only major downside is the limited rearward visibility.

Was it ahead of its time? Absolutely. While not everyone may be fond of its unconventional design, the Scarab always commands attention. A quick look at its beautifully fanned rear grillework makes it clear that the Scarab was—and still is—something truly special.

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