Barber Motorsports Park

The lap opens with an 88.9 m-radius left-hander that falls 2.7 m over its 117 m length. In the simulation, a supersport 600 begins braking 108 m before the corner, arrives at 133 km/h (83 mph), settles to a 116 km/h (72 mph) minimum, and is back to 135 km/h (84 mph) at the exit. The liter bike shares the same entry and minimum but starts braking 144 m out to shed its extra straightaway speed and exits at 136 km/h (84 mph), while the 650 twin brakes just 75 m before turn-in and exits at 134 km/h (83 mph). The minimum is set by the radius, not by power, so all three classes bottom at the same figure.

Turn 2 is the long downhill right that follows almost immediately: a 51.3 m effective radius held for 177 m, the longest arc on the circuit, while the track sheds 6.3 m, the second-steepest drop of the lap. The braking zone is short — 30 m on the 600 and liter bike, 21 m on the twin — because entry speed is already only 129 km/h (80 mph) off Turn 1. The model bottoms at 88 km/h (55 mph) in every class and exits at 106 km/h (66 mph), a modest figure because the arc hands straight into Turn 3 rather than onto a straight.

Turn 3 continues the same right-hand sweep with the radius opening to 75.2 m over 102 m, still descending 3.9 m. The simulation records a 24 m brake mark in all three classes, but the entry and minimum are the same 106 km/h (66 mph) — the corner is taken at the speed Turn 2 hands over, with no further slowing in the arc itself. From there the line drives downhill toward the Turn 4 crest, reaching 153 km/h (95 mph) on the four-cylinders and 148 km/h (92 mph) on the twin. Exit speed here is what sets up the fastest stretch of the first sector.

Turn 4 is a short right-hand crest, 39 m long on a 155.9 m effective radius, climbing 3.1 m. The simulation runs it with no braking on the twin; the 600 registers a token 6 m and the liter bike 9 m. The four-cylinders arrive at 164 km/h (102 mph) and roll to a 153 km/h (95 mph) minimum over the rise, then 159 km/h (99 mph) at the exit; the twin arrives at 159 km/h (99 mph) and holds an almost flat 153–157 km/h (95–98 mph) trace. The corner is a matter of holding the line over the crest while the speed barely changes.

Charlotte's Web is the tight left hairpin at the end of the run from Turn 4 and the heaviest braking zone on the circuit: a 21.4 m effective radius over 60 m, dropping 1.7 m. The supersport 600 starts braking 138 m out, the liter bike 162 m, and the 650 twin 108 m — the widest spread of brake marks on the lap. All three arrive at 80 km/h (50 mph) at the corner boundary, having already lost most of their speed, and bottom at 57 km/h (35 mph), the second-slowest point of the lap. The exit reads 69 km/h (43 mph) because the arc runs directly into Turn 6.

Turn 6 is the second left of the Charlotte's Web complex, opening to a 31.6 m radius over 102 m and climbing 2 m out of the dip. The model's brake mark is 18 m in every class, but entry and minimum are the same 67 km/h (41 mph), so the corner is effectively taken at the speed Turn 5 released. What distinguishes it is the drive: the exit reads 148 km/h (92 mph) on the 600 and liter bike and 140 km/h (87 mph) on the twin, the second-biggest single-corner speed gain on the lap after Turn 9, feeding straight into the flat Turn 7 kink.

Turn 7 is a 9 m-long left-hand kink on a 233.3 m effective radius, essentially level at 0.2 m of rise. The simulation shows no braking in any class and only a small rise in speed through it: the four-cylinders pass at 148–153 km/h (92–95 mph) and the twin at 140–144 km/h (87–89 mph), the numbers simply carrying over from the Turn 6 exit. It exists on the card as a direction change, not a corner that costs speed, and the line runs through it as part of the acceleration toward the Turn 8 braking zone.

Turn 8 is a medium right of 53.3 m radius over 81 m, almost flat at a 0.6 m dip, and the third-longest braking zone of the lap. The supersport 600 starts slowing 102 m out, the liter bike 135 m, the twin 69 m, all arriving at 140 km/h (87 mph). The minimum is 90 km/h (56 mph) in every class, and the exit is 107 km/h (66 mph) on the four-cylinders, 106 km/h (66 mph) on the twin — held down because the model is already setting up for the tight, plunging left at Turn 9 immediately after.

Turn 9 is the slowest and steepest corner on the circuit: an 18.8 m effective radius held for 165 m while the track drops 9.3 m. The card marks it as a left — the flick that opens the downhill combination. The model's brake mark is only 9 m on the four-cylinders and 6 m on the twin, with speed bleeding off inside the arc instead: entry 117 km/h (73 mph), minimum 54 km/h (33 mph), the lowest reading of the lap. The descent then launches the exit to 143 km/h (89 mph) on the 600 and liter bike and 137 km/h (85 mph) on the twin, the largest speed gain of any corner here.

Turn 10 is a fast left on a 121.5 m effective radius, 66 m long and climbing 2.5 m. Entry is 173 km/h (107 mph) in all three classes, the highest arrival speed anywhere on the lap, and the brake marks scale with power: 39 m on the 600, 54 m on the liter bike, 15 m on the twin. The minimum is 136 km/h (84 mph) across the board and the exit barely rises — 138 km/h (86 mph) in every class — because the line is immediately loading up for the right at Turn 11.

Turn 11 is the right-hand partner to Turn 10, a similar 118.3 m radius held for 105 m and climbing 2.9 m. Braking is minimal — 15 m on the 600, 18 m on the liter bike, 9 m on the twin — and the model enters at 142 km/h (88 mph), dips to a 134 km/h (83 mph) minimum, a touch below Turn 10's, and accelerates through the second half of the arc to 162 km/h (101 mph), or 158 km/h (98 mph) on the twin. The pair reads as one continuous left-right on the speed trace, with Turn 11 the exit of the combination.

Turn 12 carries the fastest cornering minimum on the lap: a 164.3 m effective radius over 66 m, level to within 0.4 m. The simulation arrives at 168 km/h (104 mph) and, despite the high speed, records real braking — 66 m on the 600, 93 m on the liter bike, 39 m on the twin — trimming to a 158 km/h (98 mph) minimum. The exit is 163 km/h (101 mph) on the four-cylinders and 162 km/h (101 mph) on the twin. It is a corner where the radius alone dictates the number, the three bike classes matching each other at the apex.

Turn 13 is an uphill right of 84.2 m radius, 135 m long, climbing 4.1 m — the second-biggest ascent on the circuit. Brake marks are tightly grouped here, 42 m on the 600 and liter bike, 36 m on the twin, from a 133 km/h (83 mph) entry, 134 km/h (83 mph) on the twin. The minimum is 113 km/h (70 mph) in each class and the exit 141 km/h (88 mph) on the four-cylinders, 139 km/h (87 mph) on the twin. The climb keeps the drive modest compared with the downhill exits earlier in the lap, and the speed keeps building toward Turn 14.

Turn 14 opens the three-right run across the north end: a 90.2 m effective radius over 135 m, rising 1.8 m. The 600 arrives at 162 km/h (101 mph) with only a 9 m brake mark, the liter bike 12 m, and the twin — arriving at 160 km/h (99 mph) — none at all; the model sheds speed on the way into the arc rather than in a discrete zone. The minimum is 117 km/h (73 mph), and the exit is the same 117 km/h (73 mph), the speed trace flat because Turn 15 follows before there is room to accelerate.

Turn 15 is the tightening middle of the north cap, 65.6 m radius over 117 m, and the steepest climb on the lap at 5.3 m. All three classes share a 24 m brake mark, a 117 km/h (73 mph) entry taken straight from the Turn 14 exit, and a 100 km/h (62 mph) minimum. The exit reads 101 km/h (63 mph) — again essentially flat — because the arc tightens further into Turn 16 rather than releasing. Through 14, 15 and 16 the simulation is losing speed in steps rather than gaining any.

Turn 16 is the last and tightest of the three rights, a 52.1 m radius over 90 m, and the track begins to fall again, dropping 1.8 m. The brake mark is 9 m in every class from a 100 km/h (62 mph) entry, down to an 89 km/h (55 mph) minimum — the slowest point of the north cap. Here the sequence finally releases: the exit reads 122 km/h (75 mph) on the 600 and liter bike and 120 km/h (74 mph) on the twin, with the descent toward Turn 17 helping the drive.

Turn 17 is the downhill left that leads onto the front straight: 63.5 m radius, 138 m long, falling 5.2 m. The model brakes for only 9 m in all three classes, enters at 118 km/h (73 mph) and bottoms at 98 km/h (61 mph). The exit is where the classes separate — 143 km/h (89 mph) on the 600 and liter bike, 139 km/h (86 mph) on the twin — and it is the figure carried onto the straight toward the Turn 1 brake mark. Lap time for the layout works out to 93.1 s on the liter bike, 94.3 s on the 600 and 97.2 s on the twin.