Small aircraft pilot reported performing an off airport landing due to fuel exhaustion after experiencing greater than anticipated fuel burn in flight.

Narrative

I was ferrying the plane 150 miles from ZZZ1 to ZZZ. I stopped to refuel at ZZZ2. I ran to the restroom; topped off the plane; preflighted including sumping fuel; picked alternates; and checked weather. Reported winds along my route varied from 170 - 190 at 33 - 37. My planned route was between a heading of 175 - 185. Per the POH; my TAS is 119 MPH; fuel burn at 2500 MSL is 6 gal/hr; and fuel burn at 5000 MSL is 5.5 gal/hr. Climb fuel burn 0 to 5000 is 1.6 gal. including start and run-up. Total usable fuel is 22.5. For my flight plan I rounded up to a 40 kt. direct headwind. I rounded down for 110 MPH airspeed; giving me 70 MPH ground speed. My cruise time came to be 2.1 with an estimated 0.2 climb; total flight time of 2.3 hours.For planned fuel: 22.5 -- 1.6 (climb) -- 12.6 (cruise at 6 gal/hr) -- 4.5 (45-minute fuel reserve) = 3.8 gal (0.6 hours) extra fuel. Totaling 3.6 hours of fuel.During the flight I checked for updated winds throughout my route which all showed no change. I continued to recalculate my ETA throughout the flight; which all came out to landing before I entered my 45-minute reserve. My last calculation was performed 10 miles from the field. I showed that I would land with 0.6 hours fuel reserve left over. I checked the charts for other fields but was between 20 - 30 miles from those fields; and made the decision to continue as I wouldn't reach those airports before I was critically low on fuel. My fuel gauges showed I had approximately 4 - 5 gallons remaining. After making 2-way radio contact with ZZZ Tower; I began my descent into the field. I was cleared to land [Runway] XXL at approximately 5 miles out and shortly after; my engine coughed and sputtered. I was approximately 1100 AGL when this happened. I immediately called Tower as I pitched for best glide and took a survey for landing. I had [a] black area under me and a road about 1 mile to my right. I turned for the road as my engine cut out. I realized it was a fuel problem based on the sound of the shutdown sounding the same as an idle cutoff shutdown. I then performed the following: checked fuel is on; checked mixture rich; carb heat on; [and] tried restarting while pulling primer to try pumping extra fuel into cylinders. When this did not work; I continued announcing to Tower and ran the shutdown checklist: mixture idle cutoff; fuel off; mags off; verified all lights on; and prepped for landing. I cleared a tree and power line about 100 ft. above; lined up with the road; held best glide; watched a power line go 10 ft. over my head; had a vehicle stop behind me; landed on the road without hitting the road signs or light poles; and once stopped I had a small vehicle drive under my wing and another 2 stop in front of me. All with no damage to the aircraft. Not a single scratch. Once on the ground I called Tower to let them know I was not harmed; no damage and I was getting out to move the plane. I got the plane off the road and let Tower know I was out of the road and shutting the plane down. I inspected for damage; checked on the people in the vehicles; while they came to check on me and called my family. When officers arrived on scene I gave them my information and answered all questions. I called the safety team for the airport to discuss how to get the plane on the field. We put the plane on a tow truck and moved it to the airport. Once unloaded; I secured the plane; checked the Hobbs time; reinspected for damage; called the club manager again to inform him of the updated situation; and went home. The total flight time was 3.0. When returning to the plane; I checked fuel levels and sumped before topping off to see if there was a problem. The caps were tightened properly. No particles or water in the sumped fuel and the stick confirmed all fuel was burned off. What contributed to the event: the winds aloft were much higher than listed and my fuel burn per hour was higher than what was stated in the POH. Additional actions taken to prevent this reoccurring: ensuring full tanks before every flight [and] planning fuel stops every 1.5 to 2.0 hours.