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Average cycling speed is one of those metrics many beginner cyclists care about. It looks objective, but it isn’t. Still, it provides helpful insight into our performances.
Below, we will discuss how the average speed changes based on individual factors. You will learn how your average speed stands against others and professionals and how to improve it.
KEY TAKEAWAY
Your average cycling speed is most influenced by your fitness and riding position, followed by the type of bike and tires you ride, the terrain, and weather conditions. The simplest way to increase it is to lower your body position (reduce your frontal area and improve your aerodynamics) and improve your fitness.
I’ve been cycling since I was five years old, read many studies, and watched dozens of videos of aerodynamics experts. Yet, I wrote this article in an easy-to-understand form, so it’s easy to digest. Can’t wait to learn more? Let’s dive in!
What’s an Average Cycling Speed?
Average cycling speed is calculated by dividing the total ridden distance by the total time it took to cycle that distance.
Average Cycling Speed = Total Distance ÷ Total Time
What Factors Influence Your Average Cycling Speed? (Simple Answer)
The most important factors influencing average cycling speed are:
However, their weight differs, and there are also more factors to consider. I recommend reading the detailed answer below, where I explain this topic more.
1. Fitness and Age
One of the first factors affecting your average speed is your fitness level and age. A beginner will be slower than a pro. The following table shows the riding times and average speeds to bike a mile of people at different fitness levels.
| Fitness Level | Time | Average speed |
|---|---|---|
| Beginner | ~6 minutes | ~9.3 mph (15 kph) |
| Intermediate | ~4 minutes | ~14.3 mph (23 kph) |
| Advanced | ~3 minutes | ~18.6 mph (30 kph) |
| Pro | ~2 minutes | ~24.9 mph (40 kph) |
A similar assumption is to be expected when comparing a young man in his 30s who is at the peak of his strength to a man in his 60s. Estimating specific average speeds for each age category is tricky because of the many variables that will be discussed further below. I will attempt some estimation, however.
We know from various studies that the human body peaks between age 30-35. After that, according to Harward Health, there is a loss of about 3-5% of muscle mass per decade, or 0.3-0.5% per year. After 50, it is a loss of 1.5% per year, and after 60, it is estimated to be a loss of up to 3% per year.
So, if we assume that there is significant progress in the first years of adulthood (which I have observed not only in myself but also in many people around me), we get the following curve. Remember, we are talking about an amateur cyclist riding a road bike, solo and on flat ground.
2. Riding Position
The riding position is tightly connected to our coefficient of aerodynamic drag (CdA), where Cd is a drag coefficient (that depends on the shape of an object), and A is its surface area.
Therefore, when you lower your CdA, you will need to produce less energy to achieve the same speed. For example, lowering your body position will lower the surface area, significantly increasing your average speed.
I explain why focusing on your riding position is one of the most effective ways to improve your average speed in the Air Resistance section.
3. Bike Type & Tires
Your speed will also depend on the type of bike, tires, and tire pressure. The following table shows the estimated average speed of mountain, hybrid, gravel, and road bikes.
| Bike type | Time to ride a mile [mm:ss] | Average speed |
|---|---|---|
| Road | ~3:45 | ~16 mph (25.8 kph) |
| Gravel | ~4:00 | ~15 mph (24.1 kph) |
| Hybrid | ~4:30 | ~13.3 mph (21.4 kph) |
| Mountain | ~5:00 | ~12 mph (19 kph) |
For example, road bikes are the fastest bike type thanks to their narrow and smooth tires, aerodynamics, and sporty riding position, which has less air drag.
On the other hand, hybrid bikes are slower because you sit in a more relaxed position (e.g., higher air resistance). Additionally, their tires have higher rolling resistance, and their aerodynamics is worse. The same applies to mountain bikes, which are the slowest bike type. Gravel bikes are somewhere between road and mountain bikes.
So, choose a bike depending on the terrain you ride the most often.
4. Gradient & Terrain
The terrain and gradient are other factors that affect the average speed. A mountainous route is more demanding than a flat course. For example, climbing a 5% gradient one-mile hill will take 2.5 times longer, assuming all other variables (like your power, rolling resistance, weather, etc.) are the same. (Source) Likewise, a rough road will take longer to bike on than a typical street or smooth tarmac.
5. Environmental Effects
Environmental effects include factors like wind, elevation, or temperature. Riding into a strong headwind is much more demanding than riding with a tailwind. Plan your route so that you will start into a headwind and return with a tailwind. It’s much better than the other way around.
Rain can also affect your performance. It can obscure your vision, and the water will increase rolling resistance, reducing your average speed.
The elevation is a little more tricky and more complex. On the one hand, the air is thinner at higher altitudes, so it doesn’t offer as much resistance. On the other hand, you have to account for less oxygen, which results in lower performance.
Finally, rolling resistance decreases with higher temperatures. According to Ridefar.com, the changes are as follows:
- A 100m increase in altitude decreases air temperature by 0.65°C.
- A 1°C decrease in air temperature increases rolling resistance by 1.4%.
- A 100m increase in altitude reduces air density by 0.8%.
- A 100m increase in altitude decreases power output by 0.6%.
What Factors Influence Your Average Cycling Speed? (Detailed Answer)
Physics (please, bear with me) helps us better understand what influences average cycling speed. When cycling, we are exposed to several types of resistance. Their effect varies depending on our speed. These resistances include:
Air resistance accounts for roughly 40-60% of the total resistance, while gravitational resistance accounts for 20-40%. Rolling resistance contributes about 11%, and mechanical resistance about 6%. The researchers also included 1% braking resistance. (Source)
Reducing air resistance will have the biggest impact on improving your average cycling speed. But how do you do it? Let’s examine each resistance type and find out.
1. Air Resistance
Due to the air’s non-linear resistance, its weight (importance) changes with your speed. Therefore, the faster you ride, the higher the air resistance. People often focus too much on losing weight (either on their own or on their bikes). However, it is more effective to focus on improving aerodynamics, in other words, reducing your aerodynamic drag coefficient (CdA).
In addition, reducing air resistance is often cheaper than significantly reducing the weight of your bike. Reducing rider weight, on the other hand, requires more time. Your riding position has the biggest influence on your CdA. You can improve it by lowering your body (making yourself more aero). See the following picture illustrating different riding positions and their CdA.
Few people also realize how much influence clothing has. I am not saying you should buy snug cycling shorts and a jersey for commuting. But you should know the flappier of your clothing, the more drag and effort you have to put into it, the more effort you have to put into the same riding speed.
Did you know? According to Silca, you can save between 4-8W using aero socks and up to 35W wearing a skinsuit. Those are high numbers, considering a reasonable estimate of people’s average power output is around 150W. For comparison, my “commuting” power output is around 170W.
2. Rolling Resistance
Different tires have different rolling resistance, translating into energy absorbed during riding. The general rule is that tires with low rolling resistance are faster but more prone to puncture and have shorter longevity. However, some tires have more balanced properties. I recommend visiting the Bicycle Rolling Resistance website, which is dedicated to testing different tires.
Rolling resistance is also affected by tire pressure and the type of tire (clincher, tubeless, tubular). You may have heard that road tires, for example, need to be inflated to the highest possible pressure. However, this can result in higher tire resistance and lower comfort.
This phenomenon is well described on the Silca blog. The goal is for the tire to absorb bumps, not “bounce” over them, which creates losses. I recommend using their calculator to estimate tire pressure based on multiple factors.
Let’s now briefly talk about the tire type. Standard clincher tires have higher rolling resistance than tubeless or tubular tires because of the friction between the tire and the inner tube. Again, double-check the tire properties on bicyclerollingresistance.com.
3. Gravitational Resistance
As noted in the Air Resistance section, focusing on aerodynamics is better than reducing weight in most scenarios. However, this depends mainly on the course profile. If the gradient doesn’t exceed 4%, you will benefit from better aerodynamics (the threshold for pros is 8% because they ride much faster).
Many studies don’t consider repeated acceleration (for example, due to the traffic lights, intersections, etc.), so you may argue weight (and faster acceleration) are more important.
Another example includes an ability to quickly accelerate into an attacking rider’s draft, which requires less energy than chasing him on your own. But experts agree that aero is king, and low-weight bikes only make sense in high mountains and for those who like the feeling of a ‘quick and responsive’ bike.
Feel free to read the following studies for more reference:
4. Mechanical Resistance
Mechanical resistance includes energy losses mainly in the drivetrain and bearings (hubs, bottom bracket, pedals). Different sources quote different values. However, the overall mechanical resistance accounts for about 10% of the overall resistance, from which the chain has the largest impact. To minimize its losses, make sure you properly clean and lube it.
The losses from the wheel, bottom bracket, and pedal bearings are marginal and not worth the extra costs unless you look for all gains possible.
What Is a Good Average Cycling Speed?
Our competitiveness often leads us to compare ourselves with others. So, what’s a good average cycling speed? The answer is complex and depends on the factors discussed above. But in general, most people average between 9 and 14 mph [14.5 and 22.5 km/h]. The following infographic shows a scale of average biking speeds and the appropriate rider’s fitness.
For comparison, the average speed of all Tour de France editions is 21.5 mph [34.6 km/h]. However, this millennia, pros averaged 25 mph [40.3 km/h].
The results are similar to other Grand Tours. Winners of all Giro d’Italia editions averaged 21.8 mph [35 km/h], but the speed increased to 24.4 mph [39.3 km/h] this millennium.
And to make things complete, here are Spain’s Grand Tour numbers. Vuelta a España historical average speed is 22.9 mph [36.9 km/h], and this millennium 24.8 mph [39.9 km/h]!
How to Improve Your Average Speed?
Based on my experience, research, and the information above, I want to highlight the following tips to improve your average cycling speed.
- Make yourself more aero by lowering your body position on a bike.
- Improve your fitness by exercising and riding.
- Choose the right bike type. For example, road bikes are perfect for paved roads but unsuitable for the terrain.
- Improve your pacing – don’t go full gas at the beginning of the climb. Remember, consistency is efficiency!
- Wear tight cycling clothes and an aero helmet.
- Choose tires with low rolling resistance and inflate them accordingly. More pressure doesn’t mean a faster ride! Check out this Silca calculator for more info.
- Leverage drafting. Riding in a draft reduces your power to put out. Together, you can ride further and faster.
- Start your ride into a headwind and return with a tailwind.
- And finally, shave your legs. Shaved legs can save you about 14W at 28 mph [45 km/h]! (Source)
Conclusion
Remember, focusing on your aerodynamics is often more effective than lowering the weight of your bike or your own. The easiest way to improve your average speed is to lower your body position. This will reduce your aerodynamic drag coefficient and, therefore, air resistance, so you will ride faster.
Other tips include wearing tighter clothing, riding the correct bike type for the roads/terrain you ride, improving your fitness, or drafting.
I hope you understand better now what factors influence your average biking speed and which ones to focus on to maximize your gains. Please share this article if you find it helpful. Feel free to also comment with your insights below.
What about body weight? I was expecting to see it mentioned here.
Hi Pete,
Could you elaborate, please? 🙂
– Petr
I thought lowering my body weight would be a way to improve cycling speed.
Chatgpt’s answer:
Yes, lowering your body weight can improve your average speed on a bicycle, particularly in certain situations. Here’s why:
1. Climbing Efficiency:
Weight matters most on climbs. When you’re going uphill, the force of gravity works against you, and lighter cyclists require less power to ascend. Reducing your body weight means you need less energy to overcome gravity, allowing you to climb faster with the same power output.
2. Power-to-Weight Ratio (W/kg):
Your power-to-weight ratio (watts per kilogram) is critical for cycling performance, especially on hilly or mountainous terrain. By reducing your body weight while maintaining the same power output, your power-to-weight ratio improves, which can significantly increase your speed on climbs.
3. Acceleration and Handling:
Lighter cyclists can accelerate more quickly, which is advantageous in situations that require frequent changes in speed, such as group rides or races.
Reduced weight also enhances bike handling, making it easier to maneuver the bike.
4. Rolling Resistance:
Although the effect is smaller than on climbs, lowering body weight can reduce rolling resistance. This is because less weight means the tires deform less, leading to slightly improved efficiency on flats.
5. Energy Conservation:
If you’re lighter, you’ll spend less energy fighting gravity, allowing you to conserve energy for longer rides or higher intensities. This energy savings can be translated into increased speed over time.
When Weight Reduction Has Less Impact:
On flat terrain, aerodynamics is much more important than weight. If your body weight reduction comes at the expense of losing muscle mass or power, it may not improve speed significantly on the flats.
Wind resistance becomes the dominant factor on flats and descents, so improving your aerodynamic position might yield better results than focusing solely on weight.
In summary, lowering body weight can improve average speed on climbs and rolling terrain by enhancing your power-to-weight ratio. However, on flat sections, its impact will be less pronounced compared to aerodynamics.
I see. Yeah, from the chatGPT answer, it’s clear that “it depends”. Lighter riders usually struggle with cycling faster on flats due to the lower absolute power.
I will consider adding a subsection explaining the weight effects on average speed. Thanks for the suggestion.
– Petr
Ah, I see you already mentioned that! I must have just glanced through and missed it.
I enjoyed reading this! I have picked up commuting after a many years hiatus from road/race cycling and was curious why it felt like I was going much ‘slower’ than on my road bike. I knew aero was a big deal and hence why I was able to go faster on road bikes with drops for handles, but I had no idea it had this much affect. Thanks!
Hi Alex,
Thank you. I appreciate it. I wish you many more kilometers.
– Petr