Electrical

What’s inside

Passenger cars

1. Title Page and Passenger Car IntroductionTitle page and an overview of the 1941 passenger cars: the two lines, Special DeLuxe and Master DeLuxe, the 116-inch wheelbase, new body design with concealed running boards, revised spring rates and shock valving, the 90-horsepower engine at 6.5 to 1 compression, two-outlet water pump, larger carburetor, deeper clutch cushion and the heavy-duty ignition system with 10 mm spark plugs.pp. 1–3
2. Bodypp. 4–18
3. FrameChanges to the passenger car frame: 3 inches longer for the new wheelbase, one inch wider at the rear, wider rear spring centers, a revised second cross member and lowered side members and rear spring hangers that give reversed-camber rear springs. The Cabriolet frame uses a new I-beam X-type structure, with figures on its torsional and beam stiffness compared with 1940.pp. 19–21
4. Front SuspensionThe S.L.A. knee-action front suspension with longer coil springs, larger spindles and inner wheel bearings, new tie rod dust cover seats, two-piece lower control arm bumpers and revised shock absorber valving. The service section gives the procedure for choosing steering tie rod dust cover packing in three thicknesses by measured space, with part numbers 3658604, 599247 and 599836.pp. 22–24
5. Rear Axle, Rear Springs and Shock AbsorbersThe wider 60-inch rear tread, longer and larger torque tube and propeller shaft, four pinion depth shims from .012 to .021 inch, and the 4.11 to 1 gear ratio with an optional 3.73 to 1 economy ratio. Rear spring changes cover greater reverse camber, a 115 lb. per inch rate and wider spacing; rear shock absorber valve markings are listed.pp. 25–26
6. BrakesBrake changes for 1941: rear brake drums with a locating lug at the drain hole and stamped retaining nuts in place of screws in the axle shaft flange, a revised main cylinder mounting and brake pipes for the longer, wider frame, and hand brake cable, pull rod and idler lever changes.pp. 27–28
7. Enginepp. 29–33
8. Fuel System (Carburetor)pp. 34–46
9. CoolingThe redesigned water pump with a streamlined inlet and two discharge outlets into the cylinder block, and the matching changes to the harmonic balancer and generator bracket. The radiator core gains a fifth fin per inch, moves forward in the chassis, and is sealed to the hood with a sponge rubber strip; fan clearance is given.pp. 47–48
10. ClutchThe passenger car clutch disc with heavier clock spring cushions and a deeper drag release, and a warning that it does not interchange with 1938–1940 discs. It covers the shorter release yoke offset rod, the different rod used on the Cabriolet, the longer clutch pedal link and the flywheel grease groove.pp. 49–49
11. Transmissionpp. 50–54
12. Fuel Tank and Exhaust SystemRedesigned fuel tanks strapped to the trunk underbody, with the Business Coupe tank and its one-piece baffle, and the exhaust system's rubber-cushioned muffler mounting, longer tail pipe nipple and tail pipe support. Three points for correct muffler and tail pipe replacement are listed, along with the heavier tail pipe metal.pp. 55–57
13. SteeringThe steering gear with its new main shaft bearing adjustment nut and heavier mast jacket, the two-spoke Special DeLuxe wheel with full horn ring and the three-spoke Master DeLuxe wheel, adjustable horn contact sleeves, and the J-1618 puller that removes all 1941 steering wheels from the tapped hubs.pp. 58–58
14. Chassis Sheet Metalpp. 59–63
15. Electricalpp. 64–70

Trucks

1. Trucks IntroductionAn overview of the 1941 Chevrolet trucks: longer wheelbases and roomier cabs, a new higher-ratio steering gear, two-stage springs, stronger I-beams and heavier spindles on some models, cast iron brake drums throughout the line, Hotchkiss drive on all but the 1/2-ton, the new ignition system and roller bearing counter gears.pp. 71–71
2. Body and CabTruck body changes: the Coupe Pickup box tail gate, the redesigned Station Wagon with its wood construction and refined seats, and the cab improvements for Commercial and 1 1/2-ton models, including seals, cowl ventilator and one-piece dash leg. The Cab-Over-Engine floor board and engine cover, integral parking lamps and the stronger hood hinge are also described.pp. 72–74
3. FrameTruck frames lengthened with the 1 1/2-inch wheelbase increase, longer front spring hangers on the 3/4-ton Special, Heavy Duty and Cab-Over-Engine models, frame side rail plates as standard on some long-wheelbase and school bus models, a revised second cross member for Hotchkiss drive and a stronger rear cross member attachment.pp. 75–75
4. Front SuspensionFront axle changes by model: stronger I-beams and larger king pins, longer steering knuckle stops, larger spindles and inner wheel bearings shared with the passenger car, and new king pin bearing plugs that must be staked in place. Front spring changes include two-stage springs on the 3/4-ton and wider, longer springs with new rates on heavier models, with a 1940–1941 comparison chart.pp. 76–78
5. Rear AxleRear axles by model: the 1/2-ton Commercial with the passenger car torque tube changes and 4.11 to 1 ratio, the 3/4-ton and 3/4-ton Special housings and differential carriers adapted to Hotchkiss drive with a pinion flange and oil seal, and the shared 1 1/2-ton and Cab-Over-Engine axle, with assembly notes.pp. 79–80
6. Propeller Shafts and Universalspp. 81–91
7. Rear SpringsRear springs lengthened by one inch on all trucks except the 1/2-ton, with new shackle angles and two-stage springs on several models. Rates, leaf counts and load points for the 3/4-ton, 3/4-ton Special, 1 1/2-ton conventional panel, Cab-Over-Engine and school bus springs are listed, with the revised shackle mounting, auxiliary springs, rear shock absorbers and a comparison chart.pp. 92–94
8. BrakesCast iron brake drums with new linings on the 1 1/2-ton conventional trucks, completing cast iron drums across the line, the 1/2-ton rear drum attachment shared with the passenger car, and main cylinder, brake pipe and hand brake changes made for the longer wheelbases.pp. 95–95
9. EngineTruck engines compared with the passenger car engine, and the heavier-duty 235.2 cubic inch engine offered as a regular production option on 1 1/2-ton Heavy Duty and Cab-Over-Engine models, with its compression ratio, differing parts, longer push rods and the Kent-Moore gauges needed to set the connecting rod oiling system.pp. 96–96
10. ClutchTruck clutch changes: the 1/2-ton shares the passenger car disc and flywheel groove, while heavier models get a new disc with six heavier torque springs and a friction element to control high gear clatter. The new disc interchanges with 1938–1940 discs of the same diameter.pp. 97–97
11. Transmissionpp. 98–101
12. Fuel Tank and Exhaust SystemA heavier-gauge truck fuel tank with crowned top and bottom and two-piece baffles, and an all-new exhaust system with a full-length tail pipe that carries fumes past the cab, a reverse-flow unit muffler clamped to the exhaust pipe, and a tail pipe of larger diameter with 20 percent thicker metal.pp. 102–103
13. Steering Gearpp. 104–115
14. Tire CarrierThe redesigned monorail spare wheel and tire carrier for the 1/2-ton, 3/4-ton and 3/4-ton Special trucks, with its formed channel carrier strap, pedestal and steer-horn spacer, and the hook bolt and lock that replace the former tee bolt. The wheel assembly slides in the monorail support for easier access to the hold-down nuts.pp. 116–117
15. Chassis Sheet MetalThe two-part truck radiator grille with horizontal and vertical bars and its seven-step removal procedure, and the new front fenders with headlamps and parking lamps mounted on top, followed by front fender removal and replacement steps. The bumper must come off first because the fender brackets pass through slots in the grille lower panel.pp. 118–119