Try Hard, but Not That Hard. 85% Is the Magic Number for Productivity.

Are you giving it your all? Maybe that’s too much.

So many of us were raised in the gospel of hard work and max effort, taught that what we put in was what we got out. Now, some coaches and corporate leaders have a new message. To be at your best, dial it back a bit.

Trying to run at top speed will actually lead to slower running times, they say, citing fitness research. Lifting heavy weights until you absolutely can’t anymore won’t spark more muscle gain than stopping a little sooner, one exercise physiologist assured me.

The trick—be it in exercise, or anything—is to try for 85%. Aiming for perfection often makes us feel awful, burns us out and backfires. Instead, count the fact that you hit eight out of 10 of your targets this quarter as a win. We don’t need to see our work, health or hobbies as binary objectives, perfected or a total failure.

“I already messed it up,” Sherri Phillips would lament after missing one of her daily personal goals.

Last year, the chief operating officer of a Manhattan photography business began tracking metrics like her sleep quality and cardio time on an elaborate spreadsheet. It was only after she switched to aiming for 85% success over the course of a week that she stuck with her efforts, instead of giving up when she missed a mark.

“It’s a spectrum of success,” she says.

The benefits of doing less

Once upon a time, bosses who preached total optimization might actually achieve it, says Greg McKeown, a business author and podcaster who’s written about why 85% is a sweet spot.

More recently, the available comparison points and choices in our lives have exploded. We read about someone else’s dream job on LinkedIn, watch a mom prepare a perfect lunch for her kid on TikTok, then click over to scroll through thousands of products on Amazon. Constant comparison often means no end result ever feels good enough. Even searching for, say, the best umbrella to buy can become a time-sucking quest.

“We will drain ourselves,” McKeown says. “It’s a bad strategy. It costs too much.”

Test out doing a little less. If you turn in that project without the extra slide deck, “Does anybody care?” McKeown asks. If you make a decision with only 85% of the information in hand, what’s the result? Notice the time you get back for other things.

“There’s a lot of inconsequential stuff that goes into going 100%,” says Steve Magness, an exercise physiologist who coaches executives and athletes on performance. When we care too much, even minutiae starts to seem “like an existential crisis,” he adds.

Sometimes, the harder we try, the worse we get, injuring ourselves or choking under pressure, Magness says. Quit while you’re ahead, and the sense that your whole self-worth isn’t wrapped up in this one moment can actually make you more likely to nail it.

Relaxed confidence

The effortless success so many of us crave often comes from a relaxed confidence and a tolerance for ambiguity.

When economist Krishnamurthy V. Subramanian gave one of his first major addresses to the media as chief economic adviser for the Indian government, he prepared but tried not to overthink it.

“It’s that Goldilocks balance,” says Subramanian, now an executive director at the International Monetary Fund based in Washington, D.C. “85% is not slacking.”

When two of his slides wouldn’t cue up at the last minute, he pushed away his nerves and reminded himself the speech would be OK even if it wasn’t perfect.

“I’ll wing it,” he told himself calmly. The presentation went just fine.

Just tough enough

Dialling in on the sweet spot of 85% can help us grow. In a 2019 paper, researchers used machine learning to try to find the ideal difficulty level to learn new things. The neural network they created, meant to mimic the human brain, learned best when it was faced with queries set to 85% difficulty, meaning it got questions right 85% of the time.

If a task is too hard, humans get demotivated, says Bob Wilson, an author of the study and associate professor of psychology and cognitive science at the University of Arizona. “If you never make any errors, you’re 100% accurate, well, you can’t learn from the mistakes.”

Ron Shaich, a founder and former chief executive of restaurant chain Panera, is skeptical of people who hit 100% on bonus targets or sales projections. He wonders if the goals are too low. They should be ambitious enough that you won’t always get there, he says.

Presiding over Panera’s quarterly earnings reports, he’d aim to exceed guidance eight out of 10 times. The same went for big goals at the company.

Now an investor, board member and author of a coming business book that stresses 80% equals success, Shaich is convinced most companies don’t even hit that number.

“They all talk about what they’re going to get done. Then they don’t do it,” he says. Reach 80% and, “you’re doing great.”

Know when to stop

Years ago, as a consultant at Bain, Grace Ueng learned the “80-20 rule.” The idea was to stop once you were 80% complete on a project, she says. That first burst of work often contained the real meat of the project.

Now a leadership coach and strategy consultant, Ueng recently took up piano. She practiced for hours and grimaced when she performed for her music group. Then she started doing more targeted exercises, like tackling small chunks of a piece instead of running through the whole thing again and again.

Before a recent performance, she read a book and went to church instead of putting in extra hours at the piano.

When it was time to perform, she played well—and actually enjoyed it.

“You have to have the wisdom,” she says, “to know when to stop.”

Note: Usual Northern Sea Route shown for illustrative purposes Source: Sea Legend Daniel Kiss/WSJ

Shipping cargo through an Arctic shortcut never made economic sense—until now.

Climate change and war in the Middle East are flipping the math that previously kept ships plying longer routes from Asia to Europe. A Chinese company on Saturday is starting the first regular cargo service to Europe through Arctic waters, seeking to reap the benefits of quicker travel time and less fuel use.

The shipper Sea Legend will dispatch the Dubai Tower from Ningbo, China, to Felixstowe in the U.K. on what it calls the Arctic Express, following a route along Russia’s north coast. The voyage by the vessel, which is capable of carrying 1,740 20-foot containers, is the biggest commercial step in the Arctic since a Maersk containership first completed the route in 2018.

Global warming is a big factor behind the new route, but it is not the only one. Nearly half the Arctic region’s summer ice—an area four times the size of Texas—has melted over five decades, clearing a fairly reliable path in the summer months. Meanwhile, high oil prices and attacks by Houthi rebels in the Red Sea have made the traditional routes costlier and more dangerous.

Members of China's 16th Arctic Ocean scientific expedition team take selfies on the ice surface. — Members of a Chinese scientific expedition team on surface ice in the Arctic Ocean this week. Wen Jinghua/Xinhua/ZUMA Press

Beyond that, Beijing has ambitions to play a role in the Arctic’s future, lending a geopolitical dimension to the Chinese company’s shipping route.

Last year Sea Legend completed a trial run from Asia to Europe in a record 20 days. That is roughly half the time of a voyage via Africa’s Cape of Good Hope that many carriers now take because of the Red Sea uncertainty.

Fuel accounts for 70% or more of the costs while at sea, said Alan Murphy, a former Maersk analyst who runs research firm Sea-Intelligence.

Saving fuel by shortening the journey doesn’t automatically make a route profitable. Insurance premiums for the Arctic are 40% higher than the Cape of Good Hope route, said Jonathan Steenberg, an economist at credit insurer Coface. Sea Legend’s Arctic vessels are relatively small. And even after warming, an icebreaker is still sometimes needed to help the cargo ship.

But if the ship can go without an icebreaker, Coface said the Arctic route is now cheaper than a Cape of Good Hope voyage in some circumstances. It estimated that at current oil prices of around $90, the cost of shipping liquid bulk such as liquefied natural gas could drop roughly 33% compared with the Cape of Good Hope route, while dry bulk goods such as cereals would cost about 8% less.

The container ship Istanbul Bridge being unloaded by large blue and red cranes at the port of Gdansk. — A containership operated by Sea Legend in the port of Gdansk, Poland. jackowski/epa/Shutterstock

The route is only passable in the summer and fall. Sea Legend plans eight voyages between August and late October, before conditions get too icy.

“It’s not the Suez Canal but it’s a significant number for the Arctic. It shows there is potential,” said Malte Humpert, founder of the U.S.-based Arctic Institute and author of a book on Chinese shipping in the Arctic.

Even in summer, ships have to navigate around dangerous ice floes and deal with rapidly changing weather. By the end of the shipping season in October, the sky is dark most of the time.

A Russian tanker suffered serious damage to its hull while sailing along the Arctic route despite being assisted by an icebreaker, its insurer, AlfaStrakhovanie, said Thursday, adding that it paid out roughly $650,000.

Coface estimates 3.5% of trade among East Asia, Europe and North America will be able to use Arctic routes within the next five years, representing $64 billion in goods.

Last summer, a record 23 cargo ships transited the Northern Sea Route, which hugs Russia’s north coast. That is tiny compared with the Suez Canal, where more than 30 ships transited daily.

Western companies that want to follow in Sea Legend’s path have to navigate treacherous politics. Russia claims sovereignty over the entire Northern Sea Route and permits for ship traffic are issued by its state-controlled nuclear operator, Rosatom.

Aerial view of a port with many cargo ships, red cranes, and rows of stacked shipping containers. — The Dubai Tower’s route will begin in the Chinese port of Ningbo. Huang Zongzhi/ZUMA Press

“Western companies are in a tricky position,” said Humpert of the Arctic Institute. “At what point do they jump back in the water? When does it become economically necessary, and how do you weigh that against environmental risks and the political dimension?”

An alternative Arctic route, the Northwest Passage that connects the Atlantic and Pacific oceans via the Canadian Arctic, is less passable because it is dominated by narrow waterways where ice gets bunched up. The highest number of cargo ships completing the passage in a year was 13, in 2023.

China has declared itself a near-Arctic state despite not having access to Arctic waters. It depends on Russia’s goodwill to use the Northern Sea Route.

“Beijing is concerned that if they don’t establish a significant strategic presence in the Arctic now, it’s going to be more difficult in the future,” said Marc Lanteigne, expert in polar geopolitics at the Arctic University of Norway in Tromsø. However, he said, “China needs to be careful not to give the impression that they are trying to challenge the strategic order in the Arctic.”

Sea Legend didn’t respond to requests for comment.

Any polar venture contributes to China’s quest to master Arctic travel. The country also has three icebreakers and a support vessel currently on a monthslong scientific expedition north of Greenland. Scientific and commercial voyages can yield data about natural resources awaiting below melting ice caps and information for positioning nuclear-armed submarines.

Try Hard, but Not That Hard. 85% Is the Magic Number for Productivity.

To do the best work of your life, take it down a notch

The benefits of doing less

Relaxed confidence

Just tough enough

Know when to stop

China is launching the first regular Arctic cargo route to Europe, offering faster journeys and lower fuel costs as melting ice and Red Sea risks reshape global shipping.