Should I run the same pressure front and rear?

No. Weight distribution varies by discipline. Front/rear coefficients used to adjust pressure:DisciplineFrontRearTime Trial / Track49.5%50.5%Road45%55%Gravel47.5%52.5%MTB49%51%

Find Your Perfect Pressure

Q: What's the difference between hysteresis and suspension losses?

Hysteresis: Energy lost through cyclic deformation of rubber and casing at each rotation. Increases with low pressure.Suspension losses: Energy dissipated by damping vibrations transmitted to bike and rider on imperfect surfaces. Increases with high pressure. Optimal pressure minimizes the sum of both losses.

Q: Do hookless wheels have a pressure limit?

Hookless rims have a strict and absolute limit of 5 bar (72.5 PSI) per ETRTO standard. This limit must never be exceeded or risk catastrophic tire blow-off, especially at high speed. Always verify tire/rim compatibility: use only "Tubeless Ready" or "Hookless Compatible" certified tires with these rims. This limit perfectly suits modern usage with wide tires (28mm+) where optimal pressures are generally lower.

Maximize Comfort, Grip and Speed with Our Tire Pressure Calculator. Based on the latest pneumatic dynamics research, our algorithm identifies your "breakpoint pressure" to turn every watt into pure speed.

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15% Ideal tire drop

5-10 W Gain from optimization

Up to 150 W Lost when over-inflated

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Pressure Calculator

Enter your parameters and instantly get your ideal pressure.

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How to Use

How to use the calculator

1

Enter your total weight

Include rider + bike + gear. The total load determines tire deformation.

2

Select your tire

Width (e.g., 28C, 32C) and mounting type (tubeless, butyl tube, latex, TPU).

3

Choose your terrain

Smooth road, rough asphalt, gravel, trail... The surface affects the optimal balance.

4

Get your pressures

Front and rear pressures calculated according to optimal deformation principles.

Revolution

The Pressure Revolution: Why "Harder" is No Longer "Faster"

The era when maximum inflation meant maximum performance is over. Modern science has proven that this belief was not only wrong but counterproductive.

The hard tire myth

For decades, intuitive logic prevailed: a harder tire deforms less, so it rolls faster. This belief led generations of cyclists to inflate their tires to the maximum pressure written on the sidewall, ignoring that this indication is a structural limit, not a performance recommendation.

The discovery of suspension losses

Laboratory tests on drum rollers, long considered the reference, only measure part of the equation: hysteresis losses (energy dissipated by rubber deformation). On these perfectly smooth surfaces, yes, an over-inflated tire is indeed faster.

But real roads are never perfectly smooth. On ordinary asphalt, vibrations generated by micro-imperfections are transmitted to the bike and rider. The energy needed to dampen these vibrations — through soft body tissues, bike components — is lost. These are suspension losses.

Smooth vs real roads

"Perfect" roads are rare: the International Roughness Index (IRI) is often around 10-15 m/km on secondary roads, compared to 1-2 m/km on very smooth roads. The higher the IRI, the more vibrations cost in energy. Hence the interest in a pressure that absorbs rather than bounces.

Real-world test verdict

Real-world tests show that pressure optimization can make significant differences: up to 48 watts gained by lowering pressure from 90 to 30 psi on a rough road, and a penalty exceeding 150 watts when remaining above optimal pressure on irregular surfaces.

The "Road Buzz" illusion

The speed sensation ("buzz") felt with hard tires is a psychological placebo. High-frequency vibrations transmitted by an over-inflated tire trick the brain into feeling fast. In reality, power meter data proves that an over-inflated tire on rough roads can cost up to 150 watts of energy loss compared to optimized pressure — far more than any high-end equipment. Real speed is silent and smooth.

Finding the balance

Total rolling resistance is the result of a delicate compromise between these two forces:

Pressure too high: Reduced hysteresis, but massive suspension losses on imperfect roads.
Pressure too low: Perfect vibration absorption, but excessive hysteresis.
Optimal pressure: The balance point where the sum of both losses is minimal.

Simply put, the right pressure is not a magic number: it's a balance. Too hard, you lose energy to vibrations. Too soft, you lose energy to deformation. The right setting makes you roll fast while keeping the bike stable and comfortable.

Physics

The Physics of Speed: Hysteresis vs Impedance

Understanding the forces at play is the first step to optimizing your setup. Here are the physical principles governing every wheel rotation.

Hysteresis

Energy lost during cyclic tire deformation.

With each rotation, the tire flattens on the ground. Like an imperfect spring, it doesn't return all stored energy: some is lost as heat in the rubber. It's the internal friction of materials that slows your progress, especially as rotation frequency increases.

Increases with lower pressure
Decreases with a more supple casing
Main component on smooth surfaces

Suspension Losses

Energy dissipated by vibration damping.

On rough roads, the bike vibrates. Energy is then dissipated by your body (muscles, tissues) acting as a giant shock absorber, rather than propelling you forward. Critical point: The loss curve is steep. It's statistically much more costly in watts to ride 10 psi above the optimum (vibrations) than 10 psi below.

Increases with higher pressure
Decreases when the tire absorbs shocks
Dominant component on rough surfaces

Tire Drop

Vertical tire deformation under load.

A key concept from engineer Frank Berto, "Tire Drop" measures the vertical compression of the tire under your weight. Rather than an arbitrary pressure, it's this geometric deformation that ensures ideal tire behavior. A drop of 15% of the height represents the mathematically perfect compromise.

<10%: Tire too hard, excessive bouncing
15%: Optimal performance zone
>20%: Pinch flat risk, excessive hysteresis

Laboratory Tests

Perfectly smooth surface (drum)
No vibrations
Favors over-inflated tires
Measures hysteresis only

Real-World Tests

Surface with micro-imperfections
Vibrations transmitted to the system
Measures total resistance
Reveals true performance

The two optimums paradox

Rene Herse Cycles research revealed the existence of two distinct optimal pressures for supple tires: a "soft" and a "firm" one. Between these two points exists a zone of reduced efficiency where the tire is too firm to dampen vibrations while still deforming significantly — the "worst of both worlds".

Comfort and fatigue

The average threshold at which a cyclist perceives a pressure difference is about 155 kPa (1.55 bar), but this varies greatly between individuals. Vibration dose measurements (VDV) show that excessive pressure significantly increases shock dose and accelerates fatigue. In short: optimization isn't just about speed, it also protects the body.

Key data to remember

Rolling Resistance Coefficient (Crr): Ranges from 0.002 (optimized road tire on smooth surface) to 0.05+ (MTB on sand). On average asphalt, optimal pressure can reduce Crr by 15-25% compared to "feel-based" pressure.

Vibrations

Vibrations, Comfort and Speed: The True Cost of Roads

What happens between the tire and road determines both your performance and comfort.

Speed is factor #1

Field measurements show that as speed increases, vibrations rise significantly. Pressure acts as a filter: lower, it absorbs; higher, it transmits shocks.

Road condition changes the rules

The International Roughness Index (IRI) measures surface quality: 1-2 m/km for very smooth roads, 10-15 m/km for secondary roads. Beyond 5 m/km, vibration-related losses can become dominant and significantly reduce performance if pressure is too high.

Turner Model (2024): roughness resistance (F_ro)

Miles M. Turner's model formalizes roughness resistance (F_ro) as a function of only two variables: the surface IRI and the vertical stiffness of the system (bike + rider). On degraded roads (IRI > 5), this resistance can exceed aerodynamic drag at moderate speeds: under these conditions, optimal pressure becomes a priority performance lever.

What your body perceives

The JNDL (Just Noticeable Difference Level) is the smallest pressure change a cyclist perceives. On average, it's around 155 kPa (1.55 bar), with a range of 69-241 kPa depending on the person. In short: not everyone feels micro-adjustments, even if they have a real effect on rough roads. Beyond performance, the goal is also health: limiting vibration dose (VDV) helps protect the back and joints over time.

Key figures explained

IRI: the higher it is, the more the road shakes you.
JNDL: "perception threshold" for pressure change, ~1.55 bar on average.
VDV: index that accumulates shocks over time (the higher it gets, the faster fatigue arrives). At excessive pressure on rough roads, VDV can exceed comfort and safety thresholds: at 8 bar, ~25.30 m/s^1.75, above a typical comfort threshold (~20).

Geometry

The Geometry of Performance: Contact Patch and Width

Tire width isn't just about comfort. It's a fundamental parameter that redefines the rules of speed.

The new paradigm: wider = faster

Dynamic analysis definitively refutes the obsolete paradigm that narrow tires are inherently faster. Science and modern tests demonstrate that, in most cases, the opposite is true.

Contact patch shape

At equal pressure, a wider tire has a contact patch that is shorter and wider than a narrow tire. This more "round" shape reduces casing deformation in the direction of travel, thus reducing hysteresis losses.

Narrow tire (23mm)

Long and narrow contact patch. Significant casing deformation in the direction of travel. Higher hysteresis.

Wide tire (32mm)

Short and wide contact patch. Less longitudinal deformation. Reduced hysteresis + ability to run lower pressure.

"Hoop Stress": a mechanical necessity

Pressure reduction with width isn't just about comfort — it's a mechanical necessity. The tension experienced by the casing (Hoop Stress) increases linearly with tire diameter. Specifically, a 45mm tire at 56 psi (3.8 bar) experiences the same structural stress as a 25mm tire at 100 psi (6.9 bar). Exceeding this stress increases the risk of tire blow-off or, in extreme cases, rim damage.

The decisive advantage: low pressure

The true advantage of wide tires lies in their ability to run at lower pressures without compromising structural integrity. This low pressure allows them to absorb road vibrations much more effectively, drastically reducing suspension losses.

Field test data (Rene Herse Cycles)

A real-world test on smooth asphalt showed no significant speed difference between 28mm and 44mm tires. On imperfect surfaces, the wide tire was consistently faster.

Nuances for road racing

Professional road cyclists still use relatively narrow tires (24-25mm becoming the norm). This choice is a technical compromise dictated by:

Aerodynamics: A narrower tire integrates better with the rim for an optimized aero profile.
Rotational mass: Less mass = better acceleration and responsiveness.
Pro surfaces: Race roads are generally higher quality.

The 105% rule for aerodynamics

For the rolling gain of a wide tire not to be negated by aerodynamic drag, the rim must measure at least 105% of the actual inflated tire width. This allows air to reattach properly to the wheel profile. Example: a tire measuring 28mm actual requires a rim at least 29.4mm external width. Note that a pressure increase can make the tire grow by about 1mm: this can sometimes break the 105% rule and generate an aerodynamic penalty of several watts.

Technology

Technological Impact: Tubeless, Materials and Casing

The internal construction of the tire is often the most determining factor in its performance. Here's what lies beneath your tire's sidewall.

The primacy of the casing

According to Rene Herse Cycles analysis, casing suppleness is the most important parameter for speed. A supple casing, made from finer, higher-quality threads, deforms with less energy loss.

TPI (Threads Per Inch)

TPI indicates thread density in the casing. A high TPI (120-170) means finer threads, thus a potentially more supple casing — provided it's not saturated with rubber. With equal construction, a more supple casing with less rubber will remain faster than a "high TPI" tire heavily impregnated. A low TPI (30-60) indicates a more robust but stiffer construction.

30 TPI
Robust 60 TPI
Versatile 120+ TPI
Performance

The TPI counting trap

Beware of marketing numbers! Many manufacturers announce high TPI (e.g., 300 TPI) by adding up all three layers of the casing. A 90 TPI single-layer tire using super-fine threads can be more supple and faster than a "300 TPI" tire that's stiff and saturated with rubber. Conversely, a high TPI tire heavily "loaded" with rubber will still be penalized: real casing suppleness and rubber quantity trump the marketing number.

Innovation: natural silk

Recent research shows that natural silk reinforced tires outperform classic nylon: +157% puncture resistance and +129% durability. Ecological bonus: silk has an environmental impact (GWP) 80% lower than nylon.

The durability compromise

The most supple casings are faster but also more fragile. The choice depends on context: time trial = supple casing, peloton racing on rough roads = reinforced casing.

Air retention system hierarchy

From fastest to slowest:

1

Tubeless

Lowest rolling resistance. No friction between tube and tire. Allows lower pressures without pinch flat risk.

2

Latex Tube

Excellent tubeless alternative. High elasticity = lowest rolling resistance among tubes. Requires frequent reinflation (every 2-3 days).

3

TPU Tube

Extreme lightness (~35g vs ~95g latex). Warning: TPU's weight advantage only becomes a pure speed benefit in high mountains, on grades above 15-23%. On flat or rolling terrain, latex remains faster.

4

Butyl Tube

Most common but least performant. Good airtightness, low cost, highest rolling resistance.

Rubber compound and tread pattern

Tread pattern appearance is often overrated. On dry asphalt or packed gravel, tread has little effect on grip. Knobs only become effective in mud or snow where they can anchor.

The true secret to grip lies in the rubber compound. Advanced materials like silica or graphene reduce hysteresis while maintaining excellent grip.

Disciplines

Optimization by Discipline: Road, Gravel and MTB

General principles must be adapted to each discipline's unique context. Here are the optimal strategies by practice.

Road Racing and Time Trial

On road, performance is a subtle balance between rolling resistance, aerodynamics and acceleration. Tire optimization can save 5 to 10 watts — comparable to a pair of aero wheels.

Aerodynamic gains hierarchy (at 40 km/h)

Optimization	Gain (watts)
Aero extensions	~31 W
"Aero hoods" position	~22 W
Shaved legs	~14 W
Aero wheels (50mm)	~10.2 W
Tire/pressure optimization	5-10 W
Aero helmet	~7.5 W
Skinsuit	~3.7 W

Recommended pressures

Total weight	23C	25C	28C	32C
70 kg	98 psi (6.8 bar)	80 psi (5.5 bar)	68 psi (4.7 bar)	53 psi (3.7 bar)
80 kg	112 psi (7.7 bar)	94 psi (6.5 bar)	80 psi (5.5 bar)	65 psi (4.5 bar)
90 kg	132 psi (9.1 bar)	110 psi (7.6 bar)	94 psi (6.5 bar)	76 psi (5.2 bar)

Gravel Racing

In gravel, the resistance force hierarchy changes radically. Suspension losses become the dominant factor. Tire optimization is even more crucial than on road.

Gravel strategy

"Use the widest tire that fits your bike." Greater width allows lower pressure, minimizing suspension losses and improving flotation.

Key recommendations

Maximum width: 40-50mm if your frame allows.
Low pressure: On rough terrain, lower pressure = higher speed.
Tubeless mandatory: Allows very low pressures without pinch flat risk.
Tread pattern: Versatile for dry gravel, knobs only if mud expected.

MTB (Cross-Country, Trail, Enduro)

In MTB, suspension losses are absolutely dominant. Terrain surface is the factor with the greatest impact on rolling resistance.

Surface impact

The resistance difference between asphalt and sandy surfaces can multiply the resistance coefficient by a factor of 4.5 to 15.

Large wheel advantage

Studies confirm that 29-inch wheels offer lower rolling resistance than 26". The larger diameter translates to better momentum conservation when rolling over obstacles.

Typical configuration

XC: 2.2-2.4" tires, pressure 1.6-2.0 bar (23-29 psi) depending on terrain.
Trail: 2.4-2.6" tires, pressure 1.4-1.8 bar (20-26 psi).
Enduro: 2.4-2.6" tires, pressure 1.2-1.6 bar (17-23 psi), reinforced casing.

Environment

Environmental Factors: Temperature, Rain and Grip

Weather conditions significantly influence optimal pressure. Here's how to adapt your settings.

Temperature

Pressure varies with temperature (Gay-Lussac's Law). For every 10°C change, pressure changes by about 0.1 to 0.2 bar. While riding, tire heating naturally increases pressure.

A 1 psi (0.07 bar) deviation from optimum costs ~1 Watt. Be precise!

Rain and Grip

Lower pressure increases ground contact area. On wet roads, this dramatically improves grip and cornering safety without penalizing rolling.

Reduce pressure by 0.3 to 0.5 bar from dry settings to maximize grip.

Surface condition

The rougher the road, the more vibration losses increase. Lower pressure allows the tire to absorb these micro-shocks instead of bouncing the bike.

These adjustments are already integrated in the calculator through terrain selection.

Methods

Finding the Optimum: The Chung Method and Field Testing

Beyond calculators, here are proven methods to fine-tune your pressure in the field.

Berto's "Tire Drop" method (15%)

Developed by engineer Frank Berto, this simple method determines optimal pressure:

Measure tire height unloaded (ground to sidewall).
Mount the bike in normal riding position.
Measure height again under load.
Adjust pressure until you achieve 15% drop from initial height.

"Coast-Down" test

To rigorously quantify total resistance:

Accelerate to a predetermined speed (e.g., 30 km/h) on a flat section.
Stop pedaling and maintain a constant position.
Record distance traveled until stop.
Repeat in the opposite direction to cancel wind and slope.
Compare averages with different pressures.

The Chung method

Robert Chung, engineer and performance analyst, developed a methodology using a power meter to quantify rolling resistance in real conditions:

Ride at constant speed on a known surface.
The sensor measures power needed to maintain that speed.
By isolating variables (wind, slope), you can calculate the resistance coefficient.

Recommended approach

Start with the 15% rule (or use our calculator), then fine-tune in the field based on your sensations and usual conditions. The "right" pressure is the one that inspires confidence and maximizes your performance on your terrain.

Synthesis

Total System Efficiency (TSE): The Ultimate Balance

Performance is not an isolated variable but the interaction of multiple systems. The TSE concept integrates all factors.

What is TSE?

The Total System Efficiency (TSE) concept, developed notably by SRAM/Zipp, recognizes that optimizing one parameter can degrade others. True performance emerges from optimal balance between all factors. An ultra-fast but uncomfortable tire will cost you more watts in fatigue than it saves in rolling.

What this means in numbers

A "system" optimization (pressure + casing + rim/tire interface) can improve total efficiency to the point of generating up to ~5% speed at identical power (TSE™). As an order of magnitude, this often corresponds to ~20-30 W power difference at identical speed (e.g., ~24 W according to reference scenarios).

The practical consequence is simple: it can be rational to sacrifice a few watts of aerodynamics (slightly wider tire) to massively gain in vibration losses on real roads.

Rolling resistance

Hysteresis + suspension losses. Minimized by tire choice and optimal pressure.

Aerodynamics

Tire/rim interaction. Respect the 105% rule to optimize airflow.

Comfort

Vibration absorption. A fatigued cyclist produces less power over time.

Confidence

Grip and predictability. The best technical choice is the one that inspires total confidence.

The TSE equation Total Performance = Rolling + Aero + Comfort + Confidence Each component influences the others. Optimize the system, not isolated parts.

"Piece by Piece" Approach

Fastest tire in the lab
Lightest rim
Maximum pressure
Result: sub-optimal system

TSE Approach

Tire suited to real conditions
Optimized rim/tire combo
Calculated pressure
Result: maximum performance

The winning strategy in 5 points

Prioritize the casing: Choose the most supple casing compatible with required durability.
Maximize width: Use the widest tire your frame allows.
Optimize pressure: Use the 15% principle as a baseline, fine-tune based on conditions.
Choose the right system: Tubeless > Latex > TPU > Butyl for performance.
Validate with confidence: The best setting is the one that inspires total confidence.

Classic mistake to avoid

Don't blindly copy pro configurations. Their roads are smoother, their speeds higher (where aero dominates), and their teams adjust pressure course by course. Your optimum is unique and depends on your conditions.

Frequently Asked Questions

FAQ

Answers to the most common questions about bike tire pressure.

Basics and Principles

Tire Drop is the difference in tire height between unloaded and loaded states. A 15% sag of the tire section represents the ideal compromise between performance (low rolling resistance), comfort (shock absorption) and safety (optimal grip). This method was developed by engineer Frank Berto.

The maximum pressure written on the sidewall is a structural safety limit, not a performance recommendation. It indicates the pressure beyond which the tire risks detaching from the rim or bursting. The optimal pressure for performance is generally much lower and depends on your weight, tire width and road conditions.

Hysteresis: Energy lost through cyclic deformation of rubber and casing at each rotation. Increases with low pressure.
Suspension losses: Energy dissipated by damping vibrations transmitted to bike and rider on imperfect surfaces. Increases with high pressure. Optimal pressure minimizes the sum of both losses.

At equal pressure, a wider tire has a shorter and wider contact patch, which reduces casing deformation and thus hysteresis. Moreover, its greater air volume allows lower pressures that drastically reduce suspension losses on imperfect surfaces. Field tests show that a 32mm tire can be as fast or faster than a 23mm on normal roads.

Technology and Equipment

Tubeless offers the lowest rolling resistance because there's no friction between tube and tire. It also allows lower pressures without pinch flat risk. Performance hierarchy: Tubeless > Latex Tube > TPU Tube > Butyl Tube. The difference can represent 2-5 watts according to studies.

TPI (Threads Per Inch) indicates thread density in the tire casing. A high TPI (120-170) means finer threads, thus a more supple casing that deforms with less energy loss. A low TPI (30-60) indicates a more robust but stiffer and less performant construction. For competition, favor high TPI; for daily training, medium TPI offers a better durability/performance compromise.

Hookless rims have a strict and absolute limit of 5 bar (72.5 PSI) per ETRTO standard. This limit must never be exceeded or risk catastrophic tire blow-off, especially at high speed. Always verify tire/rim compatibility: use only "Tubeless Ready" or "Hookless Compatible" certified tires with these rims. This limit perfectly suits modern usage with wide tires (28mm+) where optimal pressures are generally lower.

On dry asphalt or packed gravel, tread pattern has very little effect on grip or speed. A slick tire is generally fastest because there are no knobs to deform. Tread only becomes effective in mud or snow where it can anchor. Rubber compound has much more impact on grip than tread design.

Practical Advice

No. Weight distribution varies by discipline. Front/rear coefficients used to adjust pressure:

Discipline	Front	Rear
Time Trial / Track	49.5%	50.5%
Road	45%	55%
Gravel	47.5%	52.5%
MTB	49%	51%

According to Gay-Lussac's law, pressure varies by about 2-3% for every 10°C change. If you inflate your tires in a 20°C garage and ride in 35°C weather, pressure will increase. Conversely, inflating in the morning in cold weather requires slight overcompensation. In direct sunlight, tires can gain 0.3-0.5 bar (4-7 psi).

Reduce pressure by 0.3-0.5 bar (4-7 psi) from your dry settings. Lower pressure increases contact area and thus grip on wet surfaces. Bicycle Rolling Resistance tests confirm that wet grip improves significantly with reduced pressure.

Ideally before each ride. Tubeless tires lose about 0.1-0.2 bar (1.5-3 psi) per week, butyl tubes up to 0.5 bar (7 psi) per week. Latex tubes require daily reinflation as they're more porous. Use an accurate gauge (±0.1 bar / ±1.5 psi) for reliable measurements.

Too high: Bouncing sensation over imperfections, lack of grip in corners, discomfort, center tire wear.
Too low: "Vague" feeling in corners, tire squirming, pinch flat risk (with tubes), sidewall wear, "mushy" pedaling.

By Discipline

In gravel, suspension losses dominate. Favor lower pressures than road: generally between 1.5 and 3 bar (22-44 psi) depending on terrain and tire width. Tubeless is almost mandatory to go low without pinch flat risk. Simple rule: if you don't feel vibrations, you're good; if the bike bounces, lower the pressure.

In MTB, pressures are much lower than road: generally between 1 and 2 bar (15-29 psi) depending on discipline (XC, Trail, Enduro), terrain and rider weight. Terrain surface is the dominant factor. The rougher the terrain, the lower pressure should be to maintain grip and absorb shocks.

For a TT on good quality roads, you can use slightly higher pressure than your usual setting because surfaces are generally better and aerodynamic gains matter more. However, don't exceed the 15% sag rule. Tire optimization can represent 5-10 watts of gain.

Pressure is often slightly higher on an e-bike because the total weight (bike + battery + accessories) is higher. It is not due to motor power, but to the load carried by the tires.

PsiCling in Your Pocket

Download the PsiCling app and take your virtual garage everywhere. Save your bikes, your tires, and access your optimal pressures with one click, even offline.

Science-based instant calculation
Save multiple configurations
Weather condition adjustment
Offline mode

Scientific Sources

Our algorithm is based on scientific sources, academic studies and independent test data.

Academic Research

SILCA (Josh Poertner)

Rene Herse Cycles (Jan Heine)

Independent Tests

Manufacturer Documentation

Analysis and Guides

Transparency note: PsiCling is not affiliated with any manufacturer. Our algorithm combines research work from Frank Berto (15% rule), Josh Poertner/SILCA (impedance theory), Jan Heine/Bicycle Quarterly (suspension losses) and independent test data. Formulas have been validated against published data from these scientific and technical sources.

About

The Creator

The story behind PsiCling and the passion that drives it.

Benoit Goimier

CTO & Creator of PsiCling

Passionate about data and sports, I come from the trail running world. When I got into cycling, a simple question obsessed me: "What pressure should I inflate my tires to?"

The answers I found were vague, contradictory, or based on myths. So I did what any data enthusiast would do: I dove into scientific research. From Frank Berto's work on "Tire Drop" to studies on hysteresis and impedance, to Bicycle Rolling Resistance laboratory tests.

PsiCling was born from this obsession: transforming hours of research into a simple and accessible tool for all cyclists. Whether you're on road, gravel or MTB, you deserve to ride at optimal pressure — not the one written on your tire sidewall.