Barber Motorsports Park

The lap opens with a 72.1 m-radius left-hander that falls 2.6 m over its 117 m length. In the simulation, a supersport 600 begins braking 57 m before the corner, arrives at 123 km/h (76 mph), touches a 105 km/h (65 mph) minimum, and is back to 143 km/h (89 mph) on exit. The liter bike carries the same entry and minimum speeds but needs its brake point 63 m out — 6 m earlier — to shed the extra straightaway speed, while the lighter-hitting 650 twin brakes just 39 m before turn-in. All figures are physics-simulation estimates, not measured data.

Turn 2 is the first apex of the long right-hand sweep the official card numbers as Turns 2 and 3 — a 29.8 m effective radius held for 135 m, essentially level at a 1.1 m dip. The model's braking zone is short, starting 36 m before the corner on the 600 — 39 m on the liter bike, 30 m on the twin — so most of the slowing happens against the corner itself. Simulated entry is 111 km/h (69 mph) and the minimum bottoms at 67 km/h (42 mph); the exit reads 82 km/h (51 mph) because the arc hands straight off to the Turn 3 segment rather than a straight. Simulation estimates only.

Turn 3 is the second apex of the same sweep — the arc never straightens between the two numbers. The radius opens to 41.9 m over 150 m while the track sheds 8.2 m, the steepest plunge on the circuit alongside the Turn 9 descent. Committed braking is all of 6 m in every class: the simulation arrives at 84 km/h (52 mph) from the Turn 2 apex, eases to a 80 km/h (50 mph) minimum, and uses the drop to launch out at 132 km/h (82 mph) toward the crest at Turn 4. All figures are physics-simulation estimates, not measured data.

Turn 4 is the right-hand crest kink after the sweep, and the simulation treats it as the fastest corner on the lap: a 128 m effective radius over 135 m, climbing 8.2 m. The 600 brakes for only 6 m and the liter bike 9 m — the 650 twin never touches the lever — and all three classes hold their 131–132 km/h (82 mph) entry speed straight through the apex, building to 163 km/h (101 mph) on the four-cylinders and 161 km/h (100 mph) on the twin. The corner is about holding line over the crest, not shedding speed. These speeds are physics-simulation estimates for an idealized fast rider.

The lap's only true hairpin — the left the venue calls Charlotte's Web, its numbers 5 and 6 sharing one 160-degree arc. Turn 5 is the entry half: a 26.9 m effective radius over 93 m, falling 3.4 m through the braking zone. Approaching at 109 km/h (68 mph), the model brakes 39 m out on the 600 and the liter bike — 30 m on the twin — and is still trimming speed at the handoff: past a 64 km/h (39 mph) mid-corner minimum, the arc tightens toward Turn 6 with the speed easing to 62 km/h (39 mph). It is the heaviest stop on the circuit and the reference slow section of the simulated lap. Simulation estimates, not measured data.

Turn 6 completes the Charlotte's Web complex: the exit apex of the hairpin, 24.5 m effective radius over 69 m, climbing 1.8 m out of the compression. The model carries its braking 30 m past the handoff in every class and touches 61 km/h (38 mph) here — the slowest point of the entire simulated lap — before the drive rebuilds to 121 km/h (75 mph) on the four-cylinders and 117 km/h (72 mph) on the twin. The uphill exit rewards early, progressive throttle; everything that follows down to the museum complex is set up by this apex. Physics-simulation estimates throughout.

Turn 7 is the left-hand kink on the run from Charlotte's Web to the museum complex — 78.5 m of effective radius across just 39 m of arc, nearly level. The simulation brushes the brakes for 15 m (12 m on the twin), easing from 114 km/h (71 mph) to a 109 km/h (68 mph) minimum before running back out to 127 km/h (79 mph) — 125 km/h (77 mph) on the twin. The corner asks for a clean line more than it asks for braking, and it is the last steering input before the lap's longest acceleration zone. All numbers are physics-simulation estimates.

Turn 8 begins the museum complex — the sequence the official card numbers 8 and 9 — and the model resolves it with distinct figures: 65.1 m effective radius, 108 m of length, and a 0.1 m elevation drop — nearly flat. For this right-hander, the simulation starts braking 75 m before turn-in on the 600 — 99 m on the liter bike, 42 m on the twin — enters at 162 km/h (101 mph), and holds a 99 km/h (62 mph) minimum, well above the Charlotte's Web low. Exit speed recovers to 118 km/h (73 mph), or 117 km/h (73 mph) for the twin. All numbers are physics-simulation estimates.

The middle element of the museum complex — the entry segment of the two-part Turn 9 — mirrors Turn 8 to the left, but the simulation produces a very different profile: 158.3 m radius, 30 m arc, 1.6 m of descent, and a 125 km/h (78 mph) entry into a 96 km/h (60 mph) minimum. The brake-start distances are brief — 6 m for the 600, 6 m for the liter bike, 3 m for the twin — reflecting how little speed the corner needs to shed. Exits land at 91 km/h (57 mph) for the four-cylinders and the twin alike. Physics-simulation estimates throughout.

The second segment of Turn 9 closes the museum complex by turning back right, and it is where the model concentrates the drop: a 24.8 m effective radius held over 168 m while the track sheds another 8.2 m of height — matching the Turn 3 plunge as the steepest descent on the circuit. Simulated entry is 87 km/h (54 mph) with braking beginning 39 m out on the 600, the minimum sits at 61 km/h (38 mph), and the exit climbs to 145 km/h (90 mph) — 141 km/h (88 mph) on the twin. Taken together, Turns 8 and 9 form a sustained descending stretch of the simulated lap. These are simulation estimates, not measured values.

A brief left: 39 m long at a 55 m radius, gaining 2.2 m as the track starts climbing out of the low section. The simulation posts a 91 km/h (57 mph) minimum here after braking from 122 km/h (76 mph) starting 81 m before the corner on the 600 — 93 m on the liter bike, 57 m on the twin. Exit speed is 94 km/h (58 mph) for the four-cylinders and the twin alike, keeping momentum high into the following right. All figures are physics-simulation estimates.

Turn 11 is a medium right — 58.2 m effective radius over 69 m, climbing 2.4 m. The model needs only a short stretch of dedicated braking, starting 18 m before turn-in (15 m on the twin), to trim the speed Turn 10 carries in. From a 97 km/h (60 mph) entry the simulated minimum settles at 94 km/h (58 mph), and the exit runs out at 138 km/h (86 mph) on the 600 and liter bike, 130 km/h (81 mph) on the twin. The short gap between entry and brake point marks this as a corner shaped by the one before it rather than the approach. Simulation estimates only.

A 74.9 m-radius left, 111 m long and nearly flat with a 1.4 m dip. The simulation brakes substantially early here — 48 m out on the 600 and 63 m on the liter bike, versus 24 m on the twin — because the straight before it lets speed rebuild to 174 km/h (108 mph) at entry. The minimum holds a healthy 107 km/h (66 mph), the highest among the lap's apexes, and the exit reaches 123 km/h (76 mph) across all three classes. Every number is a physics-simulation estimate, not measured data.

This 43.6 m-radius right climbs 4.4 m across its 126 m length, and the elevation shows in the numbers: it is one of the corners where the simulated exit speed stays below the entry. The model arrives at 113 km/h (70 mph) with a short 9 m brake zone, dips to 81 km/h (50 mph) mid-corner, and drives out at 97 km/h (60 mph) across all three classes. 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 14 opens the long right-hand complex that defines the back half of the lap: 74.5 m effective radius, 129 m of arc, and a 0.6 m dip. The simulation brakes only 15 m before entry from 130 km/h (81 mph), settles onto a 106 km/h (66 mph) minimum, and exits at 121 km/h (75 mph), still below its entry speed. That compressed exit reflects how directly this corner feeds Turn 15; there is no straight in which to accelerate. It is the start of a sustained stretch of linked right-hand cornering. All values are physics-simulation estimates.

At 117 m, Turn 15 is a slightly shorter arc than Turn 14 — a tighter 62.7 m radius this time, gaining another 6.4 m of height. Entry figures step up from the previous corner: 131 km/h (81 mph) into an 18 m brake zone shared by all three classes, bottoming at 97 km/h (60 mph). On the exit, the simulation holds 97 km/h (60 mph) across all three classes, as the arc gradually opens over its final third. These figures are simulation estimates, not measurements.

Third in the right-hand chain, Turn 16 tightens to a 38.4 m radius over 60 m and dips 0.7 m. Because Turn 15 delivers the bike at a modest 99 km/h (62 mph), the model's braking is uniform — 18 m across all three classes — before the pace settles onto a 76 km/h (47 mph) minimum, the complex's floor. The exit rebuilds to just 88 km/h (55 mph) on the four-cylinders and the twin alike. By this point the simulation has been holding sub-100 km/h minimum speeds through two consecutive corners. Physics-simulation estimates throughout.

The final right of the complex: 79.8 m effective radius, 30 m long, 0.9 m of descent. Simulated entry is 88 km/h (55 mph) with the longest committed brake zone of the sequence at 78 m for every bike class, and the minimum sits at 88 km/h (55 mph) — matching the entry speed, a signature of this linked section. The exit runs out to 121 km/h (75 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 33.4 m-radius left dropping 5.1 m over 123 m — the descent that launches the front straight. The model brakes for just 9 m (3 m on the twin), arriving at 134 km/h (83 mph) — 135 km/h (84 mph) on the twin. The minimum holds 71 km/h (44 mph), and the downhill exit reaches 123 km/h (76 mph) on the 600 and liter bike, 118 km/h (73 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.