Barber Motorsports Park

The lap opens with a 60.8 m-radius left-hander that falls 2.9 m over its 117 m length. In the simulation, a supersport 600 begins braking 111 m before the corner, arrives at 132 km/h (82 mph), touches a 96 km/h (60 mph) minimum, and is back to 130 km/h (81 mph) on exit. The liter bike carries the same entry and minimum speeds but needs its brake point 144 m out — 33 m earlier — to shed the extra straightaway speed, while the lighter-hitting 650 twin brakes just 75 m before turn-in. All figures are physics-simulation estimates, not measured data.

Turn 2 is a long, plunging right: 51.4 m effective radius, 267 m of arc, and a 9.2 m elevation loss — the second-steepest drop on the circuit. The model's braking zone is remarkably short here, starting only 12 m before the corner (3 m on the twin), which means most of the slowing happens on the way down inside the corner itself. Simulated entry is 143 km/h (89 mph), the minimum bottoms at 88 km/h (55 mph), and the exit builds back to 134 km/h (84 mph) on the 600 and liter bike, 131 km/h (81 mph) on the twin. Simulation estimates only.

At 126.3 m effective radius, Turn 3 is the fastest corner in the simulation — a short 84 m right-hander climbing 6.5 m. The 600 and liter bike brush the brakes for only 12–15 m, enter at 159 km/h (99 mph), and never dip below 138 km/h (86 mph) before exiting at 152 km/h (94 mph). The 650 twin doesn't brake at all in the model: its power cap holds entry to 157 km/h (97 mph), and it matches the same 138 km/h minimum before exiting at 149 km/h (92 mph). These speeds are physics-simulation estimates for an idealized fast rider.

This 27.3 m-radius left is the tightest and slowest point of the simulated lap. Approaching at 115 km/h (71 mph), the model brakes 108 m out on the 600 — 135 m on the liter bike, 81 m on the twin — and drops all the way to 64 km/h (40 mph) at the apex. The corner runs 150 m with a mild 1.7 m descent, and the exit rebuilds to 122 km/h (76 mph) on the two four-cylinders, 119 km/h (74 mph) on the twin. The gap between entry and minimum speed is modest, but the low apex speed makes this the reference slow corner for the lap. Simulation estimates, not measured data.

Turn 5 begins a sequence of three corners the model resolves with identical figures: 27.8 m effective radius, 276 m of length, and an 11 m elevation drop — the steepest descent on the circuit. For this right-hander, the simulation starts braking 108 m before turn-in on the 600 (138 m on the liter bike, 75 m on the twin), enters at 134 km/h (83 mph), and holds a 65 km/h (40 mph) minimum, barely above the Turn 4 low. Exit speed recovers to 129 km/h (80 mph), or 125 km/h (77 mph) for the twin. All numbers are physics-simulation estimates.

The middle element of the downhill sequence mirrors Turn 5 to the left, and the simulation produces a matched profile: 27.8 m radius, 276 m arc, 11 m of descent, and the same 134 km/h (83 mph) entry into a 65 km/h (40 mph) minimum. The brake-start distances repeat as well — 108 m for the 600, 138 m for the liter bike, 75 m for the twin — reflecting how similar the approach speeds are on both sides of this complex. Exits land at 129 km/h (80 mph) for the four-cylinders and 125 km/h (77 mph) for the twin. Physics-simulation estimates throughout.

Turn 7 closes the three-corner descent by turning back right, and the model's numbers again match its two predecessors: a 27.8 m effective radius held over 276 m while the track sheds another 11 m of height. Simulated entry is 134 km/h (83 mph) with braking beginning 108 m out on the 600, the minimum sits at 65 km/h (40 mph), and the exit climbs to 129 km/h (80 mph) — 125 km/h (77 mph) on the twin. Taken together, Turns 5 through 7 form the most sustained slow-speed, high-descent stretch of the simulated lap. These are simulation estimates, not measured values.

A brief, quick left: only 60 m long at a generous 111.5 m radius, gaining 3.1 m as the track starts climbing out of the low section. The simulation posts the lap's second-highest minimum here — 130 km/h (81 mph) — after braking from 152 km/h (94 mph) starting 57 m before the corner on the 600 (72 m on the liter bike, 33 m on the twin). Exit speed is 141 km/h (88 mph) for the four-cylinders and 139 km/h (86 mph) for the twin, keeping momentum high into the following right. All figures are physics-simulation estimates.

Turn 9 is a medium right — 71.9 m effective radius over 90 m, climbing 3 m. The model needs almost no dedicated braking, starting just 15 m before turn-in (12 m on the twin), because Turn 8 has already trimmed the pace. From a 136 km/h (84 mph) entry the simulated minimum settles at 104 km/h (65 mph), and the exit runs out at 131 km/h (81 mph) on the 600 and liter bike, 127 km/h (79 mph) on the twin. The short gap between entry and brake point marks this as a corner shaped by the one before it. Simulation estimates only.

An 85.2 m-radius left, 81 m long and nearly flat with a 1.4 m dip. The simulation brakes substantially earlier here than at Turn 9 — 84 m out on the 600 and 111 m on the liter bike, versus 54 m on the twin — because the straight before it lets speed rebuild to 142 km/h (88 mph) at entry. The minimum holds a healthy 114 km/h (71 mph), among the faster apexes on the lap, and the exit reaches 135 km/h (84 mph), or 133 km/h (83 mph) for the twin. Every number is a physics-simulation estimate, not measured data.

This 59.3 m-radius right climbs 4.5 m across its 114 m length, and the elevation shows in the numbers: it is one of the few corners where the simulated exit speed exceeds the entry. The model arrives at 123 km/h (77 mph) with a short 18 m brake zone, dips to 95 km/h (59 mph) mid-corner, and drives out at 126 km/h (79 mph) — 124 km/h (77 mph) on the twin. The uphill grade loads the rear tire and lets the simulation apply throttle progressively through the second half of the arc. Figures are physics-simulation estimates.

Turn 12 opens the long uphill right-hand complex that defines the back half of the lap: 39.6 m effective radius, 273 m of arc, and a 7.6 m climb. The simulation brakes only 33 m before entry from 136 km/h (84 mph), settles onto a 78 km/h (48 mph) minimum, and — unusually — exits at just 80 km/h (50 mph), barely above the minimum. That compressed exit reflects how directly this corner feeds Turn 13; there is no straight in which to accelerate. It is the start of roughly a kilometer of linked right-hand cornering. All values are physics-simulation estimates.

At 333 m, Turn 13 is the longest single corner in the model's segmentation — the same 39.6 m radius as Turn 12, gaining another 5.6 m of height. Entry figures mirror the previous corner: 136 km/h (84 mph) into a 33 m brake zone (21 m for the twin), bottoming at 78 km/h (48 mph). Where it differs is the exit — the simulation stretches back to 119 km/h (74 mph) on the 600 and liter bike, 117 km/h (73 mph) on the twin, as the arc gradually opens over its final third. These figures are simulation estimates, not measurements.

Third in the uphill right-hand chain, Turn 14 keeps the 39.6 m radius over 267 m and climbs 7.6 m. Because Turn 13 delivers the bike at a modest 105 km/h (65 mph), the model's braking is minimal — 15 m across all three classes — before the pace settles onto the complex's shared 78 km/h (48 mph) floor. The exit rebuilds to 119 km/h (74 mph) on the four-cylinders and 117 km/h (73 mph) on the twin. By this point the simulation has been holding sub-80 km/h minimum speeds through three consecutive corners. Physics-simulation estimates throughout.

The final right of the complex: 39.6 m effective radius, 249 m long, 6.6 m of climb. Simulated entry is 108 km/h (67 mph) with the shortest committed brake zone of the sequence at just 9 m for every bike class, and the minimum again sits at 78 km/h (48 mph) — the fourth identical floor in a row, a signature of this sustained-radius section. The exit runs out to 119 km/h (74 mph), or 117 km/h (73 mph) on the twin, setting up the last left before the front straight. All speeds are physics-simulation estimates.

The lap closes with a 52.7 m-radius left dropping 5.4 m over 132 m — the descent that launches the front straight. The model barely brakes at all: 6 m before entry on the four-cylinders, 3 m on the twin, arriving at 125 km/h (78 mph). The minimum holds 90 km/h (56 mph), and the downhill exit reaches 129 km/h (80 mph) on the 600 and liter bike, 126 km/h (78 mph) on the twin — the highest-leverage exit of the lap, since it feeds the longest full-throttle run back to Turn 1. Simulation estimates, not measured data.