Professional Review: Which Road Bike Tire Is the Fastest? (Part 1)
Though large and weighty, tires sometimes seem like the least obvious component of a bike that one could notice. Still, you should not undervalue them. On the one hand, high-quality tires are not inexpensive, and tires are wear-and-tear objects that will finally need replacement due to damage or wear. Conversely, their performance is quite important for your ride. With so many choices available, each supported by flashy marketing claims, it is almost impossible for anyone to test every single one.
The cycling business has been laser-focused on lowering aerodynamic drag, the main force opposing bike and rider over the past ten or more years. Drag has an exponential effect as your speed rises. But substantial progress in this field has leveled off recently. A wind tunnel test comparing 11 top-tier WorldTour bikes, for instance, found virtually no appreciable variation between them. While aerodynamic improvements have halted, other facets of riding—including diet, training, and even sleep—have experienced tremendous progress. In bike hardware, meanwhile, innovation is still blazing forward.
Under the same conditions, rolling resistance on asphalt is the second largest resistance affecting the riding system, making it the next hardware that can yield the greatest benefits. Rolling resistance is defined as the resistance caused by the power absorption of the tire surface, which affects the stable motion of the wheel. While rolling resistance is much smaller than air resistance, about one-fifth of it, this does not mean that these differences are not worth studying. Foreign media collected 24 different types of tires and brought them to the Silverstone Sports Engineering Hub for machine testing to explore the differences between them.
Tires
For their tire selection, the foreign media initially chose models based on products seen in the World Tour or commonly used in other races. Although amateur riders rarely see time trial-specific tires, more and more people are using them in races, so the foreign media also selected some time trial tires. They also chose a few "all-season" tires to determine the performance loss when opting for tires that are slightly more durable and offer better grip. Finally, they selected a few sub-top-tier tires to see what differences exist between products at different price points.
The foreign media did not choose entry-level tires for testing, as they believe that since you're reading this article, you’re likely a user seeking a certain level of performance. They want the article to help you choose which one, rather than whether you should choose one. Before the tests began, the foreign media selected the Continental GP5000 S TR as the benchmark tire. It won the most stage victories in this year’s Tour de France, and according to their experience, it’s also more commonly used by cyclists than the Vittoria Corsa Pro.
The tested tires are listed alphabetically as follows:
- Cadex Race GC
- Challenge Criterium RS
- Continental Aero 111
- Continental GP5000 AS TR
- Continental GP5000 S TR
- Continental GP5000 TT TR
- Goodyear Eagle F1 R
- Goodyear Eagle F1 Supersport R
- Hutchinson Blackbird
- Michelin Power Cup TLR
- Panaracer Agilist Fast
- Panaracer Agilist TLR
- Pirelli P Zero Race TLR RS
- Pirelli P Zero Race TLR 4 Season
- Schwalbe Pro One Tubeless
- Schwalbe Pro One TT
- Specialized S-Works Mondo
- Specialized Turbo Cotton Hell of the North
- Specialized Turbo Cotton
- Specialized Turbo 2BR
- Vittoria Corsa N.EXT
- Vittoria Corsa Pro Control
- Vittoria Corsa Pro Speed
- Vittoria Corsa Pro
Each tire was brand new, never installed, and had been stored at room temperature for at least 24 hours before testing.
Testing
The principle of the test is quite simple. The rear wheel is mounted on a roller, and the BodyRocket power meter pedals measure the power input to the bike system at a cadence of 100 RPM, while sensors on the roller measure the actual power reaching the "road." Any difference between these two numbers represents the total power loss of the bike.
This setup differs from dedicated tire rolling resistance devices, which also account for energy loss in the drivetrain and deformation in the frame and wheels. However, since we use the same bike for every test to control for variables, the only change between tests is the tire, so the differences in results reflect the rolling resistance performance of the tires.
The Silverstone laboratory does have a dedicated device for measuring wheelset rolling resistance, but the foreign media wanted to test conditions that are as close to the real world as possible. They simulated asphalt surfaces from scans of Paris streets on the roller, creating a more realistic contact surface. Additionally, the cadence was set by real riders, so the test included the same subtle vibrations and vibration absorption as when riding on actual roads.
The purpose of our testing is to find out the following:
- Which tire has the lowest rolling resistance?
- Can the differences in rolling resistance be measured or noticed in real-world riding?
- What impact does this have on actual riding performance?
- How does tire pressure affect performance?
- Are tubeless tires faster than TPU/latex/butyl inner tubes?
Test Plan
In the test, each tire was run on the roller at two different speeds: 9m/s and 11m/s, which is equivalent to 32.4km/h and 39.6km/h. These speeds roughly match those of fast amateur road riding and small races.
To ensure accuracy, we repeated the measurements twice and removed any outliers. If any irregularities were found, we adjusted them to normal and repeated the test. Each tire was tested at one speed for 60 seconds, meaning each tire had four minutes of data capture time after initial warm-up.
Standardization
All tires were selected with a width of 28c. In cases where tires like the Specialized S-Works Turbo Cotton and Challenge Criterium RS didn't come in 28c, the closest available size was chosen. The actual width measured at standardized pressure is listed in each specification table.
All tires were inflated to the same pressure: 73psi, which is the minimum allowable pressure. This is just slightly higher than the pressure recommended by SRAM’s tire pressure calculator. While there are various tire pressure calculators out there, for consistency, the standard pressure of 73psi was chosen. Of course, a slightly higher pressure might offset some of the rolling resistance caused by tire deformation under the roller, but the exact impact is unclear, so it's ignored for this test.
For the S-Works Turbo Cotton, since it's a 26c size, the pressure was increased according to the same tire pressure calculator to avoid it being too soft and potentially skewing the results. The sizes of the Challenge Criterium RS and Continental Aero 111 are 1mm narrower and 1mm wider than the standard 28c, but since this difference is negligible, the tire pressure remained the same. The S-Works Turbo Cotton turned out to be wider than expected, and in hindsight, it could have been used with the same pressure as the other tires. This data confirms that adjusting the pressure within the proper range has little impact on rolling resistance, so we believe it won’t affect our results.
Most of the tires used are tubeless and all were filled with 40ml of Muc-Off self-sealing liquid. For tires like the S-Works Turbo Cotton and Panaracer Agilist Fast that aren’t tubeless, Vittoria Competition Latex inner tubes were used. Every time a tire was changed, the self-sealing liquid was cleaned off, and dry rims were used for the inner tube tires to ensure the self-sealing liquid didn’t affect the results. In a few cases, some self-sealing liquid may have been lost during installation, and this will be clearly noted in the results.
The same wheelset was used throughout testing—the Hunt 54 Aerodynamicist Dise with a 20mm internal width and no disc brakes to avoid brake friction. To improve efficiency, five identical rear wheels were used, allowing for tire swaps during testing. Assuming the bearings on each wheelset were of the same quality and the lock-tightness was consistent (not too tight), the rolling resistance of standard ball bearings can be completely ignored. Therefore, slight differences between the bearings won’t have a practical impact on the results. Each test wheelset was equipped with a brand-new freewheel.
Each test was conducted at a constant speed with the same gear ratio to maintain a consistent riding rhythm. The tester, Josh, showed more stable power output at 11m/s compared to 9m/s, which is normal, but the difference between the two speeds was very small.
The tests were performed in a temperature-controlled room, with a sensor mounted on the seatpost to continuously monitor the rear tire temperature for consistency. No significant temperature drift was observed throughout the day. When riding at 9m/s and 11m/s on the same tire, the temperature varied, and different tires had different temperatures due to differences in rubber compounds and tread patterns. However, these changes did not have any undue effect on the test results.
Since the overall weight of the system can affect the data—specifically, the heavier the weight, the larger the contact patch, and thus the greater the rolling resistance—Josh regularly weighs himself and drinks water to compensate for sweat loss. Before testing each tire, he also has enough time for proper warm-up to ensure a smooth pedaling technique. He consistently maintains the same riding posture to standardize the weight distribution.
Finally, all the tests were conducted on the same bike, the Van Rysel RCR Pro, which the media believes represents a modern road bike.
Confidence
To calculate the error, the media tested the benchmark tire, Continental GP5000 S TR, twice a day at standard pressure. The difference between the lowest and highest power outputs was used to determine the error range. Based on the test results, the error was 0.1W at 9m/s and 0.4W at 11m/s. These error ranges will be shown in the following charts, helping to understand that the data might overlap and affect the processing order, but in the overall context, these error lines are relatively small.
Additionally, there are other factors that could affect the data, and measures were taken to ensure accuracy. For instance, there is a slight tire pressure loss during testing, so repeated tests are done to check for anomalies in the data and ensure these variations don't affect the final conclusions. If the tester Josh deviates from the target speed by ±0.1 m/s, the test will be repeated. To reduce efficiency losses in the drivetrain caused by chain wear or lubrication deterioration, the media used a pre-cleaned, lubricated, and well-broken-in chain, and the test environment was kept clean and dry. Both the media and Silverstone believe these factors do not significantly affect the results.
Additional Details and Disclaimer
Like I mentioned before, the goal here isn’t to create perfectly accurate data, but to show you the real-world benefits you can actually expect. Using a larger roller would probably give data that’s closer to real-world conditions, but it’s still not a perfectly flat surface, so there will still be a gap between that and real-life riding. The focus here is on the differences between each tire, not the absolute rolling resistance values.
This testing only measures the rear tire data, assuming a 50/50 weight distribution between the front and rear wheels. So, for simplicity, we just double the rolling resistance to get the system’s total resistance. Of course, the weight distribution is slightly rear-heavy, and individual rider differences, bike models, and other factors could affect this, but for this test, we kept it simple.
Results
Unless stated otherwise, the following results are based on a single tire. Typically, tires are bought in pairs, but since the data also includes losses from the drivetrain and frame flex, simply doubling the total power loss doesn’t give an accurate picture. However, the media’s primary interest here is the comparative data, not the absolute rolling resistance values.
The only tire that shouldn’t be compared like this is the Continental Aero 111. This tire has different front and rear configurations, so we only have data for the rear tire.
When comparing each tire to the media’s benchmark tire, the Continental GP5000 S TR, we used the average of two tests for the GP5000 and subtracted that average from the power loss for each tire. If the result is negative, it means the tire is faster than the benchmark; if it’s positive, the opposite is true.
The results will first show power loss at 9m/s, followed by the results for 11m/s separately, instead of averaging them out. Some tires perform better or worse at higher speeds, so averaging would lose this important detail.
From the two charts, you can roughly see that the ranking of the tires at both speeds stays pretty consistent. But to make it easier to spot which tires have changed, I've turned the position shifts into a table. Bright green means the tire's position stayed the same at both speeds. Light green means it moved up or down by just one spot. Light yellow means it shifted by two spots, and orange shows a bigger change.
From this, we can see that the fastest and slowest tires usually maintain their positions at both speeds. There is one model in the middle that shows slightly more variation, but among the 24 tires tested, 20 of them either kept the same ranking or only shifted by one position. Therefore, we can conclude that the rankings align with the changes in speed.
Conclusion
Which Tire Is the Fastest?
At both speeds, the fastest tire in the test is the Vittoria Corsa Pro Speed. Compared to the baseline GP5000 S TR, each tire saves 1.4W, meaning a pair of tires saves 2.8W. This isn’t surprising to the testers, as the tire feels very soft in hand and isn’t designed for everyday riding.
Among the all-around tires, the Continental GP5000 S TR performs the best at both speeds. At 11m/s, it has the lowest power loss compared to similar tires, and at 9m/s, it ties for first place with the Panaracer Agilest Fast or Schwalbe Pro One TT. Given that the GP5000 S TR is a tubeless tire (unlike the Agilest Fast), and not a TT tire, the testers confidently label it as the best all-around racing tire based on the data.
The choice of GP5000 S TR as the baseline before testing has been partially confirmed, and it’s reassuring to know that both amateur and professional feedback largely agrees with this conclusion.
Next in line are the two versions of the S-Works Turbo Cotton tires, which swap places depending on the speed. With the increasing error margin, their rankings may change. This could be due to the inner-tube system, and it’s worth noting that after the GP5000 S TR, the next three fastest all-around tires are all inner-tube models.
In the mid-range, five or six tires performed similarly at both speeds. Interestingly, as a TT-specific tire, the Continental Aero 111 didn’t perform well compared to other TT tires. Continental claims it’s 18W faster than the GP5000 S TR, but the testers believe this is purely from an aerodynamic perspective. The actual data shows the tire saves 3.7W less than the GP5000 S TR at 40km/h.
Simply listing the tires in order isn’t very useful because you can check the charts to see each tire’s performance at each speed. For example, the slowest tire, the Pirelli P Zero Race TLR 4 Season, is a winter tire designed for specific conditions. Just above it are the Cadex Race GC and the Vittoria Corsa Pro Control. The former is an all-around racing tire that balances speed, cornering grip, and durability, while the latter offers slightly better grip and durability than the standard Corsa Pro, but it’s still a common sight in WorldTour races.
How Much Power Can You Save by Switching Tires?
The difference in power loss between the worst and best tire in the test is 12.6W at 9m/s or 15W at 11m/s. For a pair of tires, that number doubles, meaning at higher speeds, you could save up to 30W, which is a noticeable gain.
In reality, the testers suspect that few riders would swap from a four-season tire to a dedicated time trial tire for everyday use. So, it might be better to compare the performance improvements against the baseline. At 9m/s, a pair of tires can offer a 22.6W advantage, which increases to 27.2W at 11m/s.
This comparison is still between a four-season tire and the best-performing race tires, which is not an uncommon upgrade, but it’s not exactly comparing like with like. Looking at just racing tires, excluding TT versions, you can gain 17.4W at 9m/s and 21.8W at 11m/s by swapping a pair of Cadex Race GC tires for Continental GP5000 S TR.
Results and Data for Each Tire
The testers ranked the tires based on their performance at 9m/s. You could also rank them based on 11m/s or combine both results to get an average ranking. However, the testers estimate that most riders will spend more time riding at 9m/s than 11m/s, so the 9m/s data is more relevant.
Below, we’ve listed the power savings for each tire along with some important statistics. Please note that the power savings are for a single tire. The testers didn’t include the riding speed or the assumed time for a 40km time trial, which will be explained later.
Note: Hookless compatibility is listed as either yes or no in most cases. Compatibility typically depends on the internal rim width, so you should check whether your wheels are compatible with your tires.
Pirelli P Zero Race TLR 4 Season
Specifications
- Price: £79.99 / $99
- Weight: 316g
- Available Widths: 26c, 28c, 30c
- Measured Width: 28.4mm
- Tubeless Ready: Yes
- Hookless Compatible: Only 28c and 30c
- Power at 9m/s: 21.3W
- Power at 11m/s: 29.6W
- Compared to GP5000 S TR at 9m/s: +11.3W
- Compared to GP5000 S TR at 11m/s: +13.6W
To be continued..
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