A trend-setting highlight, referred to by GM chief designer Harley Earl as the "diamond crown speedline," was a body crease that started in the valley between the engine compartment and front fender, and extended across the cowl and onto the front door. Smaller 16-inch wheels contributed to a lower profile.

A strengthened version of the box girder frame, introduced on the 1936 Standard cars, was used throughout the 1937 line. Bodies, wider and roomier than before, were made entirely of steel instead of the traditional composite construction, and weight was reduced by more than 150 pounds.

Beneath the hood was a brand new engine. Still featuring overhead valves, it had a shorter stroke and a larger bore than the previous unit. Displacement was increased slightly, to 216.5 cubic inches, and four main bearings were fitted instead of three. Horsepower was rated at 85, same as the Ford V-8. All models now enjoyed the advantage of an improved synchromesh transmission.

The Standard cars were gone. This time the two series, both using a 112.5-inch chassis, were called Master and Master DeLuxe. Each came in a choice of six body types, the two-door Town Sedan (with built-in trunk) being by far the most popular in both lines.

Master DeLuxe models, in addition to upgraded upholstery and appointments, came with Knee-Action front suspension as standard equipment. They were also fitted with a 4.22:1 "performance" axle, while Master models employed a 3.73:1 "economy" ratio. Both series used hypoid gears in lieu of 1936's spiral bevel cogs.

Prices were increased by about a hundred dollars. Sales fell off slightly as the economy slipped into recession, but Chevrolet managed to stay narrowly ahead of Ford for the calendar year.