Racing heritage

Early on, the Peugeot family saw the value of publicity in sponsoring racing cyclists. Paul Bourillon became the world sprint champion in Copenhagen in 1896 on a Peugeot bicycle. The family also backed riders in numerous road races and in 1905 sponsored its first Tour de France winner, Louis Trousselier.

After the first Tour de France win, the Peugeot cycling team remained active in the Tour and other European cycle races. Peugeot would go on to become the most successful factory team of all time in the Tour de France, winning the race a record ten times. Like some other large European bicycle manufacturers, Peugeot was not above purchasing handcrafted team racing bicycles, fabricated by small independent craftsmen such as Masi, which were then painted and outfitted to resemble standard Peugeot factory production models.^[1]

Peugeot and rival marque Mercier were among the last bicycle factories to continue team sponsorship. Rising costs had forced other brands to surrender control of their teams to backers from outside the bicycle industry. Even as most other teams were using Italian Campagnolo components, Peugeot continued to use French ones. Stronglight cranksets, Simplex derailleurs, and Mafac brakes were standard. The last yellow jersey worn by a Peugeot factory rider was in 1983, when Pascal Simon took the lead in the Tour de France until he was forced to drop out due to injury.

By the time of the 1986 racing season, costs in a period of inflation triggered by an oil crisis meant Peugeot's entire racing budget of 1.06 million francs ran out before the season had ended. William Desazar de Montgaillard, director-general of Peugeot, announced that due to lack of financial support, there would no longer be a fully sponsored Peugeot team.

Production bicycles

A 1981 mixte frame Ladies Sports PX18

During the first half of the 20th century, the vast majority of Peugeot bicycles came from the factories in Beaulieu (Mandeure), France. Other Peugeot bicycles were built in Spain and, after 1978 or so, in Canada.

The Peugeot UO-8, a low-end 'ten-speed' sports/touring bicycle with a mild steel frame, was introduced into the U.S. market in the 1960s and sold through to 1980. Equipped with Simplex derailleurs, the 28-lb. UO-8 of 1974 was considered to be an inexpensive 'all-round' derailleur-geared bicycle and had the characteristic long wheelbase of French bicycles, which provided stability and a soft ride on city streets and rough French rural roads. As a competitor to the heavier Schwinn Continental, the UO-8 was the most popular model distributed by Cycles Peugeot USA from its inception in 1974; it was sold in large numbers during the bike boom of 1972-1975. During the peak bike boom years (1972–1974), French bicycles were produced in numbers so large that quality control became an issue and parts were often substituted, swapped or otherwise thrown together to meet high production demands, sometimes resulting in an amalgamation of different models. In the case of Peugeot, problems included paint and weld issues, along with occasional frame misalignment.

In the United States, the AO-8 was the entry-level Peugeot 'ten-speed' bicycle, which competed directly against the Schwinn Varsity, the Raleigh Record, and Nishiki's Custom Sport. Equipped with fenders and a luggage rack, it was designated the AE-8.

The UE-8 was similar to the UO-8 but was equipped with fenders, a luggage rack, and generator lights. The AO-18, UO-18/18C, and UE-18 were mixte versions of the AO-8, UO-8 and UE-8, respectively. In France, these models were roughly equivalent to the P-, PL-, and PX-8-series Peugeot road bicycles.

First introduced as a model in 1953, the PX-10E was traditionally Peugeot's high-end bicycle. By the early 1970s, the 21 lb PX-10E used a frame made with Reynolds 531 manganese-molybdenum (MnMo) double-butted steel tubing and was fitted with lightweight aluminum alloy (Stronglite, Mafac, and Simplex) components, though by the mid-1980s it was upgraded to Campagnolo Nuovo Record crankset/pedals, derailleurs, and headset. The PX-10E was sold in the U.S. from 1975 to 1988 but it continued to be produced for sale in European markets through the early 1990s. Peugeot also produced lower cost bicycles with the PX-10's frame geometry: the PR-10 was made with three Reynolds 531 main tubes, and the PA-10 was made with hi-tensile tubing.

In 1974, Peugeot opened a custom bicycle frame shop (the Atelier Prestige) which specialized in the production of custom Reynolds-tubed framesets using thin-gauge butted steel tubing. These custom frames were designated PY-10. Similar to a PX-10 in design and styling, a PY-10 could be ordered to customers' individual specifications. Options included, but were not limited to, geometry and frame size, color, components, and braze-ons.

In 1977, the UO-10 was introduced, followed the next year by a slightly heavier road model, the UO-9. The UO-10 was largely the same as the UO-8 but with aluminum alloy cotterless crankset and aluminium alloy rims. The UO-9 was essentially the same as the UO-10 but had cheaper and heavier steel rims. In 1980, the PH-8 displaced the UO-8 as the entry-level Peugeot road bicycle.

In later years, the Peugeot race team switched to carbon fiber tubed bikes which were referred to as the PY10FC. During this time Peugeot continued to offer a custom steel-framed road bicycle, the PZ10. PZ and PY bicycles were imported to the U.S. until Cycles Peugeot's withdrawal from the North American market in 1990.

Road bikes

• R01
• R02
• R11
• R12
• R13
• R14
• R14C
• R15
• R16
• R17

Mountain bikes

Hybrid bikes

City Shopper bikes

Folding bikes

Children's bikes