I Switched To This Tire Pressure And Gained 22 Watts Overnight

For years, I was doing it all wrong. Like many cyclists, I’d been inflating my tires to the maximum pressure listed on the sidewall—typically 100-120 PSI for road tires—believing that harder tires meant faster riding. After all, that’s what cycling wisdom had preached for decades: higher pressure equals lower rolling resistance equals more speed.

Then last month, everything changed. A chance conversation with a former WorldTour mechanic led me to question this fundamental assumption. What followed was a deep dive into the science of tire pressure, a complete rethinking of my setup, and a shocking discovery: I’d been sacrificing both speed and comfort due to a widespread misconception about how tires actually work.

The results? A 22-watt power saving at my typical riding speed, improved comfort, better handling, and the feeling that I’d been gifted free speed that had been hiding in plain sight all along. Here’s the full story of my tire pressure revelation and how you can achieve the same gains.

The Conversation That Changed Everything

It started innocently enough. I was at a local criterium race, watching from the sidelines after my own race had finished, when I struck up a conversation with Martin Hendricks, a mechanic who had worked with several WorldTour teams over the past decade.

“What pressure are you running?” he asked after glancing at my bike leaning against the barrier.

“110 PSI front and rear,” I replied confidently. “I’m about 75kg and running 25mm Continental GP5000s.”

He winced slightly. “That’s way too high. You’re actually making yourself slower.”

I was skeptical. Like many cyclists, I’d been taught that higher pressure means less rolling resistance. It seemed intuitive: harder tires deform less, so they waste less energy, right?

“That’s only true on a perfectly smooth surface like a laboratory drum,” Hendricks explained. “On actual roads, the opposite happens. Those high pressures cause your bike to vibrate and bounce over every tiny imperfection instead of absorbing them.”

He went on to explain that most pro teams had dramatically lowered their tire pressures in recent years, with many riders now using pressures in the 60-80 PSI range, even on smooth roads. This conversation sent me down a rabbit hole of research that would completely transform my understanding of tire performance.

The Science I’d Been Ignoring

After that eye-opening conversation, I spent the next week researching everything I could find on tire pressure optimization. What I discovered was that the cycling industry’s understanding of tire dynamics has undergone a revolution in the past decade—one that hasn’t fully trickled down to average riders.

The key insight comes down to this: rolling resistance isn’t just about how much a tire deforms when in contact with the road (hysteresis losses). It’s also about how the entire bike-rider system moves vertically in response to road imperfections (suspension losses).

When a tire hits a bump—even a microscopic one—something has to move upward. With an overly inflated tire, that “something” is your entire bike and body. This vertical movement consumes enormous energy compared to the small amount of additional deformation a slightly softer tire would experience.

“On anything but a perfectly smooth velodrome, suspension losses far outweigh the minor increases in hysteresis losses from lower pressure,” explains Dr. Jason Smith, who has conducted extensive tire testing. “Most road surfaces, even apparently smooth ones, have enough texture to create significant suspension losses with over-inflated tires.”

The research showed that the optimal tire pressure depends on:

1. Rider weight
2. Tire width
3. Rim internal width
4. Road surface
5. Weather conditions

And most importantly, the optimal pressure is almost always significantly lower than what most cyclists have traditionally used.

My Systematic Approach to Finding the Perfect Pressure

Armed with this new understanding, I decided to conduct a systematic test to find my optimal tire pressure. I set up a controlled experiment:

• Test route: A 5km loop on typical asphalt with a mix of smooth and slightly rough sections
• Equipment: My regular road bike with 25mm Continental GP5000 tires on 19mm internal width rims
• Measurement: Power meter (dual-sided Favero Assioma pedals) and GPS speed tracking
• Protocol: Multiple runs at different tire pressures, maintaining consistent power output (250 watts)

I started at my usual 110 PSI and gradually reduced pressure in 10 PSI increments, doing three runs at each pressure setting to ensure consistency. I also used a high-quality digital pressure gauge rather than relying on my floor pump’s built-in gauge, which testing revealed was off by nearly 8 PSI.

The results were eye-opening:

Tire Pressure (PSI)	Average Speed at 250W	Estimated Power Saving
110 (baseline)	33.2 km/h	0 watts
100	33.5 km/h	~5 watts
90	33.9 km/h	~12 watts
80	34.4 km/h	~20 watts
70	34.5 km/h	~22 watts
60	34.3 km/h	~18 watts

The sweet spot for my setup was clear: 70 PSI provided the fastest speed for the same power output, translating to approximately 22 watts saved compared to my previous 110 PSI setup. That’s an enormous gain—more than many cyclists get from spending thousands on aerodynamic equipment or lightweight components.

Just as importantly, the ride quality at 70 PSI was dramatically improved. Road vibrations that used to cause fatigue on longer rides were noticeably damped, and the bike handled better through corners, with the tires conforming to the road surface rather than skipping across it.

The Real-World Benefits Beyond Just Watts

While the power savings were impressive, they weren’t the only benefits I experienced from optimizing my tire pressure:

1. Improved Comfort

The most immediate and noticeable difference was ride comfort. At 70 PSI, the harsh road buzz that I had simply accepted as normal was significantly reduced. On longer rides, this translated to less fatigue, particularly in my hands, shoulders, and neck.

“Many of the overuse injuries we see in cyclists can be attributed to excessive road vibration,” explains sports physiotherapist Dr. Emma Chen. “Optimizing tire pressure is one of the most effective ways to reduce this vibration and prevent these injuries.”

After three weeks of riding with optimized pressure, chronic hand numbness that I’d experienced for years had noticeably diminished.

2. Better Traction and Handling

Lower pressures allow more of the tire to remain in contact with the road, especially during cornering. This increased contact patch provides better grip, which became evident when descending and cornering at speed.

“There’s a reason why Formula 1 cars don’t run maximum tire pressures,” notes cycling coach David Miller. “Appropriate tire deformation is essential for maximum grip. The same principle applies to cycling, especially in wet conditions or on technical descents.”

I found myself taking corners with more confidence and less of the nervous skittering that sometimes occurred with my previous high-pressure setup.

3. Fewer Punctures

Counter-intuitively, I’ve experienced fewer punctures since switching to lower pressures. While it seems logical that harder tires would resist punctures better, the reality is more complex.

“Many punctures occur when a sharp object is pressed into the tire by the full weight of the rider,” explains bicycle mechanic Sarah Johnson. “With lower pressures, the tire can deform around objects rather than having them forced through the casing.”

In the two months since optimizing my pressure, I’ve had zero flats compared to three in the previous two months with higher pressures.

4. Reduced Equipment Wear

An unexpected benefit has been reduced wear on both my equipment and components. With less vibration transferring through the bike, everything from headset bearings to handlebar tape experiences less stress.

“High-frequency vibrations from overinflated tires accelerate fatigue in carbon components and loosen bolted connections,” notes bicycle frame designer Michael Wong. “Appropriate tire pressure can actually extend the lifespan of your entire bike.”

I’ve noticed that my handlebar tape stays in better condition, and I’ve had to tighten various bolts less frequently since making the switch.

How to Find Your Own Optimal Pressure

Based on my experience and the research I’ve done, here’s a systematic approach to finding your optimal tire pressure:

Step 1: Start with a Pressure Calculator

Several online calculators provide good starting points based on rider weight, tire size, and rim width. I found the SRAM AXS tire pressure calculator and the Silca Professional Pressure Calculator to be the most accurate. These gave me a starting recommendation of 73 PSI front and 78 PSI rear—remarkably close to my empirically determined optimal pressure.

Step 2: Adjust for Your Specific Conditions

From the calculator’s baseline, adjust for:

• Road surface: Reduce by 5-10% for rough roads, increase by 5% for exceptionally smooth surfaces
• Weather: Reduce by 5% in wet conditions for better grip
• Riding style: Reduce by 5% if you prioritize comfort, increase by 5% if you prioritize protection against pinch flats

Step 3: Test and Refine

The most important step is testing different pressures in real-world conditions:

1. Start at the calculated pressure
2. Do a test ride on your typical routes
3. Reduce pressure by 5 PSI
4. Repeat the same route
5. Continue until you find the pressure where the bike feels most efficient and comfortable

Pay attention to how the bike feels, particularly: – How easily it maintains speed on flat ground – How it handles small road imperfections – Cornering confidence – Overall comfort

Step 4: Front/Rear Differential

Most riders should run slightly higher pressure in the rear tire than the front, as approximately 60% of rider weight is typically on the rear wheel. A good rule of thumb:

• Front tire: Calculated pressure minus 5-7 PSI
• Rear tire: Calculated pressure

In my case, I settled on 67 PSI front and 73 PSI rear.

Step 5: Maintain Consistency

Once you’ve found your optimal pressure, consistency is key:

1. Invest in an accurate digital pressure gauge
2. Check pressure before every ride
3. Remember that tire pressure changes with temperature (approximately 1 PSI per 10°F)
4. Re-evaluate if you change tires, inner tubes, or wheels

Common Questions About Lower Tire Pressures

Since sharing my experience with fellow cyclists, I’ve encountered several common questions and concerns:

Won’t I get more pinch flats with lower pressure?

With modern road tires and reasonable pressures, pinch flats are unlikely unless you’re significantly underinflating. For reference, I weigh 75kg and have had zero pinch flats running 25mm tires at 70 PSI, even when hitting unexpected potholes.

If you’re concerned, consider: – Tubeless tires, which eliminate pinch flats entirely – Slightly wider tires, which can run at lower pressures with no pinch flat risk – Adding 3-5 PSI when riding on particularly rough roads

Does this apply to all types of tires?

Yes, but the magnitude of the effect varies. The principles apply to all pneumatic tires, but the optimal pressure will differ based on:

• Tire construction (TPI count, casing type)
• Tire width (wider tires = lower optimal pressure)
• Tube type (butyl, latex, tubeless)
• Rim design (hookless rims typically require lower pressures)

What about for racing?

Professional teams have embraced lower pressures even in racing situations. At the 2021 Tour de France, the average tire pressure used by WorldTour teams was 72.5 PSI for 25mm tires—far lower than the 90-100+ PSI common just five years earlier.

For your own racing, consider going 3-5 PSI higher than your training pressure to provide a small margin against pinch flats, but resist the temptation to drastically overinflate.

The 22-Watt Revelation

The most remarkable aspect of this tire pressure optimization is the magnitude of the performance gain. A 22-watt saving represents:

• More than the typical gain from upgrading to a $3,000 set of carbon aero wheels
• More than the aero benefit of a time-trial helmet and skinsuit combined
• Equivalent to months of structured training for many amateur cyclists
• A potential 2-3 minute saving over a 40km time trial

And unlike equipment upgrades, this improvement was completely free and immediately available.

“Tire pressure optimization is the most underutilized performance enhancement in amateur cycling,” says sports scientist Dr. Andrew Peterson. “It costs nothing, can be implemented immediately, and often provides greater benefits than equipment costing thousands of dollars.”

Why Aren’t More Cyclists Doing This?

Given the significant benefits, why do so many cyclists still overinflate their tires? Several factors contribute to this persistent misconception:

1. Outdated information: Many cycling resources, especially older books and articles, still recommend maximum pressure.
2. Sidewall confusion: Tire manufacturers print the maximum safe pressure on sidewalls, not the optimal pressure, leading many cyclists to aim for this upper limit.
3. The velodrome effect: Laboratory testing on perfectly smooth drums shows that higher pressures reduce rolling resistance, but these results don’t translate to real-world road conditions.
4. Tradition: Cycling is steeped in tradition, and the “pump it up hard” mentality has been passed down through generations of riders.
5. Psychological factors: There’s something psychologically satisfying about rock-hard tires that can make lower pressures feel “wrong” until you experience the benefits.

The Bottom Line: Don’t Leave Free Speed on the Table

My tire pressure experiment has fundamentally changed how I think about equipment optimization. While I previously focused on expensive upgrades like carbon wheels, electronic shifting, and aerodynamic components, I had completely overlooked one of the most significant performance variables—one that costs nothing to optimize.

If you take only one thing from my experience, let it be this: question the conventional wisdom, especially when it comes to equipment setup. The cycling industry evolves rapidly, and what was considered optimal even five years ago may now be outdated.

For me, finding that optimal 70 PSI was truly a revelation—22 watts of free speed that had been available all along, just waiting to be unlocked. I only wish I’d discovered it sooner.

So before your next ride, grab a pressure gauge and experiment with lower pressures. You might be surprised to find, as I was, that you’ve been unintentionally making yourself slower all along. Those 22 watts of free speed could be waiting for you too.