(first posted 3/19/2013) Our Peugeotphile in South Africa, Dawid Botha, whose treks across the wilds of Africa in his 404 wagon have been documented here and here sent me these pictures of a friend’s lovely restored 202 when it dropped by his house for a visit. I’m hardly an expert on these older Peugeots, but we’ll try to piece together some of its history, including its obvious Chrysler Airflow-inspired design. If Plymouth had built a baby Airflow, this is what it might well have looked like.
The 202 arrived in 1938, as the little brother to the 402 (above), which was first shown in 1935, just a little over a year after the Airflow’s ill-fated premiere. The 402’s very advanced aerodynamic design was obviously heavily influenced by the 1934 Chrysler Airflow, although of course aerodynamics were being actively pursued in Europe too. Unlike in the U.S., the Airflow’s design was heartily embraced in Europe via Peugeot, and it became the adopted design language for the whole range of Peugeots.
One thing that stands out as being somewhat different from the Airflow (above), is that Peugeot didn’t move the engine forward to a position between the front wheels, which was one of the Airflow’s most significant contributions to modern design, as it brought the whole passenger cabin forward, between the axles, and improved ride quality. The Peugeot 402 and 202 retain the traditional configuration, with the front axle line well forward, and the rear seat tucked in between the rear wheels. On the other hand, Peugeot dropped the running boards, which really didn’t exactly suit the Airflow either.
Peugeot was motivated to embrace a more avant-garde design in part because they knew that the radical FWD Citroen Traction Avant was due in 1934. But Peugeot stuck to traditional RWD, as they would for many decades to come. It came to define the key difference between the two companies; one more adventurous; the other more conservative.
In fact, the 202 also still had a traditional separate frame, which did make it easier to offer different body variants. The engine was an 1133cc OHV four with 30 hp @4000 rpm; not bad for the times, and enough to give it a top speed of just over 100km/h (62 mph). As was common then, the transmission was a three-speed with synchromesh on the two top gears.
And it appears that Peugeot had already adopted its trademark worm drive rear axle, which lowered the driveshaft/torque tube to make the floor lower too. Worm drive has a wee bit more friction than the typical helical rear axle, but it’s also immensely strong. It was essentially impossible to bust or blow one of these up, no matter what the abuse. Worm drives were more commonly used in some very large trucks and heavy equipment.
Unlike the Airflow, Peugeot placed the headlights inside the grille, a rather unusual but distinctive arrangement.
The decorative design on the Peugeot’s rear wheel spats is a pretty blatant copy of the Airflow’s, although they did manage to turn it into a stylized version of the traditional Peugeot-logo lion’s head.
Like most Peugeots, the 202 came in a full range of body styles. This little two-seater cabriolet is mighty cute and stylish for the times. As are the models.
A small number of four-door cabrio-sedans (découvrable) were also made. I’m speculating that they’re looking down on Peugeot’s Sochoux plant, which is near the Swiss border.
There was even a woody wagon.
And of course the pickup, as well as an enclosed van body. As per Peugeot’s long-standing practice, the wagon and truck rode on a longer and strengthened frame.
This 202 has been restored by Latie (“Jolu”) Lategan, and it took some doing to find information on how exactly the interior was to be properly restored. The outcome is certainly appealing, for a compact lower-end car. It even has a metal sunroof, which was also a popular and common Peugeot feature.
Another version of the Peugeot lion’s head graces the radiator.
Here’s the lion’s tail. The 202 did not have an externally accessible trunk, which was the case with many cars from the thirties and earlier. Dawid couldn’t get the information needed to pin down this 202’s exact year of manufacture, but it is from the post war years (1946-1949). Since the newer style wheels and hubcaps with their central locking bolt appeared with the 1948 model, we’ll call it that.
The 202 was a successful model, and some 140k of them were sold during its interrupted run. The all-new 203 arrived in 1948, and soon replaced the 202. The 203 was somewhat larger, and its design inspiration had moved on to more modern American cars, like a 1942 Chevy. It was the basis for all the subsequent Peugeot RWD models. Dawid is privileged to own one of the most unique 203s (above), so we’ll do its story one of these days (link below).
Related: CC 1951 Peugeot 203: World’s Fastest 203? PN
Nitpick mode on: Paul, you misspelled “Peugeotphile” as “Puegeotphile” (sorry, I’m a spelling freak)
Thanks for catching that. Of course, the spellchecker had it underlined in red, but I assumed that was because “Peugeotphile” wasn’t in its inventory. I’m a lousy keyboarder, and rush too much.
Delightful little car. The specification sheet points out a 12 volt electrical system. That was advanced for its time.
It also says 30 to 38 mpg, likewise advanced for its time, at least by US standards.
More a function of the size and performance of the car, although Peugeots of this era did have good engines.
What a fantastic car! The styling is fantastic, especially on the convertible, but I do think the shorter looking nose on the Chryslers give it the edge. Are those rear lights a later addition?
A looksie with google shows a number of variations on the rear lights, part of which may have to do with requirements in different countries. It appears that the high-mounter license plate area was a part of the design, but some show high lights and other low, and some a combination.
Back then, only a single brake light was generally necessary, and turn signals were not common.
English cars of that era only usually on cheap cars had one tailamp no brake lights and hand signals were mandatory.
The woody is fabulous…. as for the wheels in the B&W images above the woody, they look quite contemporary. Thank you, Paul, I have a new favorite on my “list”.
Yes, those pre-war Peugeot wheels are quite attractive, and do look rather contemporary. They’re rather unique, in how the “spokes” angle to the two different sides of the rims; a bit like a solid version of a wire wheel.
The pre-war Traction Avant also had wheels like that
Yes, I remember them being on Traction Avants. Cool wheels. I have a beige 1/24 Bburago model from my childhood with those wheels. Later on I got one in maroon with tan wheels; I still have both.
I feel a Mini CC brewing, but I have to figure out which box they’re in!
Michelin spoked rims, thats who made them.
A real tribute to the French that they cot back into production as quickly as they did and came out with new models in 1948. The Marshall Plan had just started and so could not have been much help to the French when the new model was designed. However there was a good deal of post war aid before the Marshall Plan. Wonder when autos actually got back into production in France after VE Day. Anyone know? How about Germany? UK?
Everybody got back into production asap, depending on whether the production facilities were damaged, or as soon as they could be converted back to civilian production. A few cars were built in 1945, but 1946 is when most everyone was back at it. Even VW, despite the massive destruction of their factory. Needless to say, there was a lot of pent up demand, although money was often tight too, as well as steel, rubber, and other raw materials.
Peugeot’s factories in Sochaux, located near the German border, were heavily bombarded and pillaged in 1944-45. The whole of 1945 and 1946 were spent rebuilding the factories. Around 2000 cars were produced during that time, using stocks. The 202 BH (H = hydraulique, as in hydraulic brakes) was ready for production by the Paris automobile salon of Oct 1946, where the woody wagon was introduced out of necessity (lack of steel as you said).
A very interesting car. The longer nose on the Pug gives the car better proportions than the Airflow, at least by the standards of the day. The greenhouse is also much lighter. One of the biggest complaints of the American Airflow was the claustrophobic feeling and hampered visibility due to the very small windows.
This is the first I have ever paid attention to these, and it is an attractive little car.
I like the lines of this. It’s like a four door VW Bug in a sense but with more style/class. Then again, VW did rip off Tatra.
But the idea of this being a baby Airflow is mind-blowing. I didn’t see until now.
VW did “borrow” a few technical details from the Tatra, but its body styling was more influenced by the concept by American Tom Tjaarda which became the Lincoln Zephyr, from 1933, and which was seen by Erwin Kommenda, who penned the VW’s body.
Overall, I think it is a nice-looking car. By American standards of the era, I’m sure it would be regarded as a tin can, but, things being much different over there, especially after WWll, it was highly regarded.
Sure am happy someone thought enough of one to restore it. I’d venture those rear windows barely rolled down, but at least they moved some for ventilation, as I’m certain A/C wasn’t an option in those days!
I’d love to get a chance to see some of this European and British iron I’m not familiar with up close and personal. It would be an eye-opener, for sure!
Viva L’automobile! Viva la France! Another wonderful writeup, Paul. That convertible is way cuter than a bug, and the pickup-the pickup is prettier than a mid ’50’s Studebaker. It looks already slammed.
Wow I thought the 203 I found last week was nice that is a great car.
Wow, centrally located headlights. Oncoming motorists in a dark, two lane road, thinking what’s approaching them was a motorcycle, would be in for a rude surprise! The side marker lights better be really bright.
Low surprise factor, I’d presume. Either an oncoming motorcycle or a Peugeot, maybe a Hanomag (s. http://www.google.de/imgres?imgurl=http://upload.wikimedia.org/wikipedia/commons/a/ae/Hanomag_Kommissbrot_Autostadt.jpg&imgrefurl=http://commons.wikimedia.org/wiki/File:Hanomag_Kommissbrot_Autostadt.jpg&h=1003&w=1423&sz=371&tbnid=KekEUy0c_kP_5M:&tbnh=90&tbnw=128&prev=/search%3Fq%3Dhanomag%2Bkommissbrot%26tbm%3Disch%26tbo%3Du&zoom=1&q=hanomag+kommissbrot&usg=__hI78YsafsSp9UXiYGtOeJo3Y_rs=&docid=ulrv9XyLmxmzPM&hl=en&sa=X&ei=3thIUdi0Js7otQaFsIFo&sqi=2&ved=0CCwQ9QEwAA&dur=399 )
“Equipment Electrique : 12 volts”
Didn’t Detroit stick with 6 volt electrics until 1955 or so?
I believe that it was 1956 that 12 volt systems were adopted across the US industry, and they changed from positive ground to negative ground at the same time. I recall reading somewhere that early transistors as used in radios had a problem with positive ground systems, and this was the reason for making a change to the grounding, but I could not cite to any authority on this.
12 V was needed to get brighter quad headlights for freeway speeds, and electric power accessories like windows and seats.
A similar transformation to 42 V was expected a few years back, for electric power steering and AC, and start-stop mild hybrids, but 12V motors and electronics got better and 42V was shelved.
Actually early transistor radios preferred positive ground (PNP power transistors) but it didn’t matter much, and besides car radios didn’t really go “solid state” until the early ’60s.
But do you know why the switch from positive to negative ground when they went 12 volt?
Nope. Here’s a thread about that. Nobody’s quite sure, some discussion of less corrosion with negative ground. Electrochemistry is a mystery to me.
A poster at that thread says GM cars except Cadillac were negative ground, all the rest were positive. So maybe they figured what was good for GM was good for the country.
Another says the Model T Ford was negative ground (when it had a battery at all), but Model A thru 1948 were positive. “The story is that Henry thought that electron flow not current flow should be the standard. I suspect his friendship with Thomas Edison may have had a lot to do with that.”
Ultimately all that really mattered was to pick one. Maybe they flipped a coin.
Most of the GM brands went to 12V in ’55 — Chevrolet, Buick and Oldsmobile definitely did, and I assume Pontiac and Cadillac did, as well. Chrysler didn’t switch till ’56.
every time i think i know everything about peugeots,some thing new pops out,amazing and interesting car maker&i can feel the empty place of peugeots in states every day while i am driving.thanks.(here is photo of my 79 504 diesel in seattle)
What I’d like to know is whether Peugeot also paid royalties to Paul Jaray, who held a patent on the teardrop-atop-a-teardrop shape found on the Airflow, et al. Jaray sued Chrysler for patent infringement and Chrysler settled out of court, although Jaray ultimately didn’t make a huge amount of money on the whole business.
The Peugeot is really a better-looking car than the Airflow. Were it not for some of the details (like, as Paul notes, the emblems on the rear fender skirts), I would just chalk it up to common aerodynamic themes, etc.
The similarities obviously go beyond a few details, especially on the 402. It’s about as blatant a “copy” of the Airflow as is possible, given the Peugeot’s different frame architecture. Yes, they tucked the headlight behind the grille. But what other car looked like these two in 1934-1935?
FWIW, it seems a stretch for Jaray to claim an infringement. The Airlfow very clearly doesn’t have the “teardrop-atop-a-teardrop” shape at all; the sides of the body go straight up, as does that of the Peugeot. And the windshield is rather flat; only slightly vee’d. Maybe he didn’t get much from Chrysler, and had to move on…
How all-encompassing of aerodynamic body design did Jaray think he could patent? It’s a bit like Selden.
It seems a stretch to me, but apparently the PTO didn’t think so. Jaray’s patent is No. 1,631,269, issued June 7, 1927, if you’re curious.
I don’t think Jaray ever made much off of it, in any case. Chrysler paid him something like $5,000, he didn’t have a lot of official licensees and he didn’t have the financial resources to aggressively enforce it.
The Volvo P36 looked quite a lot like the Airflow (and the 402)…
Yet another Peugeot I’d love to own! The pick-up is wonderful.
These 202s turn up in the UK from time to time, I believe they ran a hemi head engine, which was still in use into the early ’80s.
Notice the handle at the bottom of the radiator- guess the grille opens to get to the lights?
Notice the Mk5 Cortina through the rear window? Know which I’d prefer!
He he! Its a 505 saloon, on closer inspection the door handles gave the game away. Ford did make the Mk5 in that metallic mint green colour- I think with silver underneath. (time for a Cortina write up? Especially the unloved Mk5)
Well he’s certainly a Pug lover.
Definitely noticed the 505. It’s framed so perfectly in that window I wonder if it might be intentional!
Nice little car and great article. I remember reading about the “Airflow” 402 in Collectible Automobile about a dozen years ago and thinking what a beautiful car it was. It seems that Peugeot was doing the “different lengths of sausage” formula well before BMW made it a part of their business plan with the 3, 5 and 7 Series.
i am retrimming a 1946 202 peugeot and i need pictures of the interior as the car seats at present ar only springs and frame . Any help in this regard would be greatly appreciated.
Je veux acheter un colector année pour Peugeot 202, ou pouvez-vous m’aider à trouver ce produit?
Ich möchte ein Jahr colector zu Peugeot 202 kaufen, oder können Sie mir helfen, diesen Titel?
I want to buy a year colector to Peugeot 202, or can you help me find this item?
mail: j.23@vp.pl
The rarest one: 1939 202 taxi / break — very few made just before the war, not sure any survived…
nice
This was one of my parents’ first cars! It was the 4 door sedan. I grew up in the 1960s behind the iron curtain and due to poverty it lead a rough life but managed to get us around quite well. Its unique shape and grille (along with the Tatras I saw all around me) intrigued me and may be in part responsible for me becoming a certified car guy. Dad replaced it with a worn-out 1962 Mercedes-Benz 190 before we escaped to the West.
If I wanted to live the fantasy I had seeing one of these when I was a youngster in Portugal 50 years ago – Is there any club or parts support for these today?
What would it take to get one in the US?
Happy Motoring, Mark
I don’t know why I didn’t notice this before, but I think that the newer 203 just picked a newer Chrysler (1941 here) to look like.
Great write up, but the 203 link appears to be dead.
Because it’s been re-scheduled for tomorrow. Hang on…
Sweet car indeed! The look in my estimation gets better as the car gets smaller; I admire the 402, but I’d love to have a 202!
By the way, the Airflow debut was ill-fated, but not in the way that it’s generally assumed, i.e. instant public rejection. The NY Show car was far from production-ready, and had a leaf-sprung tubular axle instead of the IFS the engineers were still working on. They fought hard against showing the car at that stage, but the marketing people overrode them and pushed this “mule” out with lots of fanfare. The crowd, contrary to our prevailing myth, went wild and started writing checks; the factory responded by putting a half-baked prototype into production, and its many subsequent running problems are what sank the Airflow’s future and nearly sank Chrysler as well. This story was told in a Special Interest Autos, or maybe Old Car Journal article, somewhere in the pile of magazines I had to leave behind in Nashville … but the author was one of those angry engineers, that much I remember. So take it with a big pinch of salt if you want to.
Nice car, nice write up.
This is a personal thing, but that glass house looks as if it would not be out of place on a 1950s BMW, DKW or Mercedes – there’s something “German” about it, somehow.
Those interesting wheels are Michelin “Pilote” tires and rims. They were also available on the Citroen Traction avant in the late ’30’s.
Great selection of bodystyles. They really made the downsizing work. Can’t decide between the ute and the 4 door cabrio.
There was also an all-metal station wagon “commerciale” just before the war (different from the taxi).
What’s the difference between the 202 and the 402? I didn’t found it yet.
202: 4c. 1133 cm³, 2450 mm wheel base.
402 4c. 1991 or 2142 cm³, 2800/3150/3300 mm wheel base.
Also, take closer look at “taxi.” It has 202 front and 402 rear.
Another “commerciale” wagon photo
And how about a hatchback?
Though, I don’t know when or how many of them was made.
Very nice, there were bigger models that shared the same styling, A wandering Kiwi recently aquired a barn find low mileage 402? and mailed it back here for restoration, I havent heard any more of it and dont expect to untill it emerges fully rebuilt.
I really like that little 202. I mean really like it. The first pic is the best, lights both front and rear are lacking as is a trunk you can open from outside. But really, those things were minor and could have been changed. The rounded aero look, the long nose, even the suicide doors look good, 80 years later. Much more pleasing to my eyes than the Airflow which itself wasn’t bad. Pragmatism might win out if I had a chance to buy one, that little thing about spare parts and all, but emotion would put up a good fight.
One of the best adventures I lived as a kid was a summer holiday trip on a small sailing boat with a French family.
Sailing out of Quiberon’s port (a southern brittany peninsular) we sailed passed Belle Île into the Atlantic. I had the time of my life, sailing on the ocean and we’d visit the Île Hoëdic, a small bare rock where a few farming families lived in isolation.
At Hoëdic there were 2 or 3 tractors and one car only, a very old and rusted Peugeot 202 pick up . The trip’s highlight was when a French submarine surfaced half a mile from our boat, probably from the nearby Lorient Naval base, the crew got into the tower, waved at us and sailed into the distance kn the Diesel engine
That “drop top, 4 door sedan” is a “mo dern, old school, and futuristic”. Could picture “Olyve Oil” riding along in one of these..