The Ridge Motorsports Park

The lap opens with a left of 99.2 m effective radius, 90 m long and essentially level with a 0.2 m dip. It is a fast corner in the simulation: the model arrives at 142 km/h (88 mph), brakes 57 m before turn-in on a supersport 600, and holds a 123 km/h (76 mph) minimum before exiting at 137 km/h (85 mph). Bike class changes the brake point more than the corner speed — the liter bike starts braking at 69 m and the middleweight twin at 36 m, while all three share the same 123 km/h minimum. The twin exits marginally slower at 135 km/h (84 mph).

Turn 2 tightens sharply from Turn 1 and starts the circuit's biggest climb: a left of 51 m effective radius that gains 4.4 m (14 ft) over 87 m. The simulated approach is 116 km/h (72 mph), with a 27 m brake zone on the 600 and liter bike and 24 m on the twin. The minimum settles at 88 km/h (54 mph) — the slowest point in the first half of the lap — and the uphill exit reaches about 107 km/h (66 mph) in every class. Together with Turn 3, this corner accounts for 9.4 m (31 ft) of elevation gain in the model's terrain data.

The climb continues through Turn 3, a right-hander of 64 m effective radius that rises 5.0 m (16 ft) across its 66 m length — the largest single-corner gain on the lap. Because Turn 2 releases the bike at moderate speed, the simulated brake zone is nearly nonexistent: 3 m on the 600 and liter bike, none on the twin. Entry is modeled at 122 km/h (76 mph), the minimum at 98 km/h (61 mph), and the exit at 122 km/h (76 mph) on the faster classes; the twin leaves at 120 km/h (74 mph). The corner costs the model almost no net speed from entry to exit.

Cresting the hill, Turn 4 is a 76.1 m radius left running 87 m and falling 2.5 m (8 ft). The simulation touches the brakes only 9 m before turn-in on the 600 and liter bike (6 m on the twin), entering at 128 km/h (80 mph) and rolling to a 108 km/h (67 mph) minimum. Exit is estimated at 115 km/h (71 mph) with no class gap, since the short run into Turn 5 leaves no room for engine output to separate the bikes. In the speed profile this corner is a downhill connector between the Turn 2–3 climb and the run out to The Carousel.

Turn 5 is a second consecutive left, 72.8 m effective radius and 111 m long with a 1.4 m (5 ft) rise, and it is defined by its exit. The simulation enters at 115 km/h (71 mph), applies 9 m of braking in every class, and holds a 105 km/h (65 mph) minimum — barely below the entry figure. From there the model is on the power for the run to Turn 6: the 600 reaches 147 km/h (91 mph) at the corner's end and the twin 143 km/h (89 mph). The roughly 42 km/h spread between minimum and exit is one of the larger acceleration events on the lap.

The Carousel is the longest corner on the circuit: 285 m of left-hand arc at a 63.5 m effective radius, dropping 1.0 m (3 ft) from entry to exit. The simulated braking zone is substantial — 96 m on the 600, 120 m on the liter bike, 69 m on the twin — trimming a 123 km/h (76 mph) entry to a 98 km/h (61 mph) minimum. The sheer length means the model spends more distance near its lateral limit here than anywhere else on the lap, then builds through the second half to exit at 140 km/h (87 mph) on the faster classes and 138 km/h (86 mph) on the twin.

Turn 7 is a short, fast right — 51 m long at a 105.4 m effective radius, descending 3.8 m (12 ft) — that the model treats as a brief interruption before the Turn 8 complex. Entry is simulated at 141 km/h (88 mph) with 36 m of braking on the 600, 42 m on the liter bike and 24 m on the twin. The minimum stays high at 127 km/h (79 mph), and the exit reaches 139 km/h (86 mph) on the faster classes, 137 km/h (85 mph) on the twin. The downhill grade reduces available braking load in the model's assumptions, which is part of why the brake zone runs longer than the 15 km/h speed drop suggests.

Turn 8A opens the double-right that the official card splits into two elements. It is the tighter half: 46.9 m effective radius, 90 m long, essentially flat with a 0.3 m rise. The simulation brakes 36 m out on the 600 and liter bike (33 m on the twin) from a 106 km/h (66 mph) entry to an 84 km/h (52 mph) minimum, then accelerates only modestly to 96 km/h (59 mph) before 8B begins. Every class shares the same figures here — the radius, not engine output, sets the floor, and the short run into the second element gives power no chance to matter.

The second element of the complex opens out to a 62.6 m effective radius over 114 m of level track. The model's entry and minimum coincide at 96 km/h (59 mph) — the speed carried out of 8A — so all of the deceleration for this pairing happens back in the first element; the listed brake-start distance of 57 m in every class sits inside the 8A arc. What matters here is the drive: the simulation accelerates through the whole corner to leave at 148 km/h (92 mph) on the 600 and liter bike and 146 km/h (91 mph) on the twin, setting up the run to Turn 9.

Turn 9 is a 126 m right at an 87.8 m effective radius, climbing 2.4 m (8 ft). It is approached at 159 km/h (99 mph), yet the simulated brake zone is short — 15 m on the 600, 18 m on the liter bike and just 6 m on the twin — because much of the speed is shed while leaned over on the way to a 115 km/h (72 mph) minimum. The exit spread is the widest of any corner: 159 km/h (99 mph) on the 600 and liter bike against 148 km/h (92 mph) for the power-limited twin, a gap that carries into Turn 10.

The fastest corner on the circuit in the simulation, Turn 10 is a 171.5 m radius right just 51 m long with a negligible 0.5 m rise. All three classes arrive at about 173 km/h (107 mph); the 600 brakes for 33 m, the liter bike for 45 m and the twin for only 9 m. All three settle to a 161 km/h (100 mph) minimum and exit at 164 km/h (102 mph) — 163 km/h (101 mph) on the twin. Peak corner speed with minimal sacrifice, and the last fast section before the tight sequence that closes the lap.

The Thumb is a 126 m left wrapped around a 27.5 m effective radius, essentially level with a 0.8 m (3 ft) rise, and it produces one of the larger speed drops on the lap. The model brakes 90 m out on the 600, 96 m on the liter bike and 81 m on the twin from an 88 km/h (54 mph) entry down to a 64 km/h (40 mph) minimum. The long arc then lets speed build back: the simulated exit of 120 km/h (74 mph) on the faster classes is well above the entry figure, with the twin at 117 km/h (73 mph). A full corner spent recovering what the brakes took away, and more.

Turn 12 mirrors The Thumb in the other direction: a 126 m right at a 25 m effective radius on nearly level ground (0.5 m rise). The simulation enters at 100 km/h (62 mph) with 45 m of braking on the 600 and liter bike (36 m on the twin) and reaches a 61 km/h (38 mph) minimum, the second-slowest point of the lap. What follows is the biggest single acceleration event in the profile: the model exits at 135 km/h (84 mph) on the faster classes and 129 km/h (80 mph) on the twin, a 68–74 km/h gain across the corner and the run that follows.

Turn 13 is the tightest corner on the circuit and the start of its signature descent: a 9.3 m effective radius left that falls 7.0 m (23 ft) over just 63 m. The simulation brakes hard and early — 126 m before turn-in on the 600, 144 m on the liter bike and 99 m on the twin, the longest zone on the lap — from a 71 km/h (44 mph) entry to a 38 km/h (23 mph) minimum, the lowest speed of the lap. The downhill grade reduces available braking load in the model's assumptions, which lengthens the zone. Exit is estimated at 68 km/h (42 mph) in every class, because the geometry, not power, limits acceleration here.

The descent steepens through Turn 14, a right of 27.7 m effective radius that drops 8.7 m (29 ft) across 84 m — the largest single-corner elevation loss in the data. The model's speed numbers are almost flat: 68 km/h (42 mph) in, a 65 km/h (40 mph) minimum after a token 12 m brake application, and 70 km/h (43 mph) out, identical for all three classes. With Turn 13 behind and Turn 15 directly ahead there is no run-out for engine output to make a difference, so this reads in the profile as a held-speed link inside the three-corner plunge rather than a distinct braking event.

Turn 15 completes the left-right-left sequence: a 26.9 m radius, this time a 105 m left with a gentler 1.1 m (4 ft) fall. The simulation enters at 70 km/h (43 mph), brakes for 21 m in every class, and holds a 64 km/h (40 mph) minimum — effectively the same floor as Turn 14, and the third-slowest point of the lap. The exit estimate of 77 km/h (48 mph) is the softest of any corner feeding a straight on the lap, again with no spread between classes. From here the model accelerates along the run toward Turn 16 and the front straight, which is where the lap-time differences between bike classes reappear.

The final numbered turn is a 24 m kink at a 202.6 m effective radius, level to within 0.1 m. The solver attaches a 60 m brake marker to its approach in every class, but inside the kink the speed does not fall: entry and minimum coincide at 128 km/h (79 mph) on the 600 and liter bike, rising to 145 km/h (90 mph) at the exit; the twin passes through at 121 km/h (75 mph) and exits at 135 km/h (84 mph). It is the last card turn before start-finish, and whatever speed the model banks here carries down the front straight toward Turn 1, which is why this kink shapes the lap time more than its length suggests.