1941 Buick Series 50 Super

Buick placed fourth in the United States automobile manufacturing in 1940 and continued to solidify its place in the market by modernizing its styling for the 1941 model year. The grille became wider and the fenders were integrated within the hood and headlights were moved out to the fender edges and accentuated the car width. Engine maintenance became easier with the new one-piece hood, which allowed access from either side by activating the latch. When both latches were released, the hood could be removed entirely.

Former AC executive Harlow H. Curtice, who began his tenure as Buick's general manager in 1933, translated his self-proclaimed mandate for 'higher speed and lower price' into an uninterrupted series of innovations beginning with the low-priced Series 40 models of 1934, independent front suspension, and a factory modernization program in 1935 that resulted in innovations such as hydraulic brakes, full 'turret top' roofs, aluminum pistons, higher power ratings, and modern styling. Innovations for 1938 included semi-automatic transmissions, a new high compression Dynaflash engine, and four-wheel coil-spring suspension. The Century series had top speeds that exceeded 90 mph. Continuing on the path of increasing Buick sales, Curtice expanded the lineup to include Special Series A and B, Super, Century, Roadmaster, and Limited models. For 1941, the Fireball Dynaflash inline-8 featured dual Stromberg Aerotype carburetors and a rating of 125 HP and 278 lb-ft of torque in the Special and Super model lines.

Compound carburetion was the big news at Buick in 1941 and came standard on upper series and optional on Specials. The system used a pair of two-barrel carburetors with the front carburetor functioning all the time and each barrel feeding four cylinders. The rear carburetor, with only a float system and jets, was activated during acceleration and at high speeds when its barrels worked in parallel with those of the front carburetor. This system was used by Buick in 1941 and 1942 only.

Convertible body styles were instrumental in Buick's sales success and were second only to Ford in convertible sales in 1941. Buick accounted for 19.4-percent of sales of U.S. convertible production. The Super was Buick's most popular convertible model with 12,181 examples of the convertible coupe built along with 467 of the convertible phaeton. For the first time on a Buick, a power convertible was standard equipment. 1941 was the final year that Buick manufactured four-door convertibles.

The interior housed a complete set of gauges set within a Damascened chrome panel and complemented by a glove box-mounted clock.

Along with convertibles, closed body styles included the touring sedan priced at $1,185, a business coupe at $1,030 and a sport coupe at $1,115. The most popular body style was the four-door touring sedan with 57,367 examples built. 12,181 were convertible coupes, 19,603 were sport coupes, 2,449 were business coupes, and 467 were convertible phaetons. The combined 92,067 units built of the 1941 Super accounted for approximately thirty-three percent of Buick's total production.

The Buick Super rested on a 121-inch wheelbase and had an overall length of 210 inches. Its engine was an inline-8 with overhead valves, a cast-iron block, five main bearings, mechanical valve lifters, and delivering 125 horsepower at 3,800 RPM. It was backed by a three-speed sliding gear transmission with a single dry plate clutch and column controls. Hydraulic brakes provided the stopping power to all four wheels. A No Rol Hill-Holder feature was optional for an additional nine dollars. Other options included vacuum pump windshield wipers, EZI no glare mirrors, Sonomatic push-button radio and antenna, Deluxe dash heater, dual defroster, and an underseat heater and defroster.

Buick offered 26 distinct body styles and would sell a total of 377,000 vehicles, the most ever. Prices ranged from $915 to $2,465, the wheelbase measured 118- to 139-inches, and engine sizes ranged from 248 to 320.2 cubic inches. Buick vehicles occupied several market segments, catering to the mid-market, performance, and luxury segments. Prior to Mr. Curtises arrival, Buick had been lagging badly in sales, selling at about seventeen percent of its 1926 figures. Under his leadership, the brand was reorganized in many ways, the most noticeably by adding model names to the model numbers, launching bold and commanding ad campaigns, structuring a network of dealerships exclusively for the Buick brand, and working with the styling and research and development departments to re-engineer and redesign the cars.

by Daniel Vaughan | Apr 2021