The Ridge Motorsports Park

The lap opens with a tight left of 24.5 m effective radius that climbs 2 m over its 108 m length. It is one of the slower points on the circuit in the simulation: the model arrives at 145.1 km/h (90 mph), brakes 21 m before turn-in on a supersport 600, and bottoms out at 61 km/h (38 mph). The liter bike, carrying more straight-line speed potential, starts braking earlier at 24 m, while the middleweight twin needs only 12 m. Exit acceleration brings the 600 back to a simulated 71.8 km/h (45 mph); the twin matches it at 71.8 km/h (45 mph). All values are physics-simulation estimates.

Turn 2 tightens from Turn 1 in the model's geometry: a right-hander with a smaller 18 m effective radius and a shorter 66 m arc length, though it runs level rather than climbing. The simulated minimum drops further — entry at 76 km/h (47 mph), a 51.7 km/h (32 mph) minimum, and an exit of 106 km/h (66 mph) on the supersport 600. Brake-start distances do not spread by class here, sitting at just 3 m for the twin, the 600 and the liter bike alike, reflecting how little speed each machine can build between the two corners in the simulation. Together with Turn 1 this pairing forms the slow left-right complex that anchors the start of the lap.

A 141.6 m effective radius makes this left one of the fastest arcs on the circuit in the simulation. The braking event is moderate — 42 m on the supersport 600, 51 m on the liter bike, and 21 m on the twin — trimming entry speed from about 160 km/h (99 mph) to a 146.6 km/h (91 mph) minimum. Elevation is essentially flat here, dipping only 0.3 m across the 135 m corner length. The model exits at 151 km/h (94 mph) on the 600 and 152 km/h (94 mph) on the twin, with only a small class gap through this section. These figures are simulation estimates.

Turn 4 begins the circuit's biggest climb: this 44.8 m radius left gains 5.4 m of elevation over its 114 m length. The simulation brakes only lightly for it — 6 m before turn-in for the 600 and liter bike, the same for the twin — because the corner is approached at roughly 149 km/h (92 mph) and speed washes off through the arc to an 82 km/h (51 mph) minimum. The uphill grade helps drive in the model, and the exit estimate is 105.9 km/h (66 mph) on the supersport, with the twin about 1.1 km/h behind at 105 km/h (65 mph).

The climb continues through Turn 5, a right-hander that the model treats much like Turn 4: 61.3 m effective radius, 72 m long, and another 6 m of elevation gain. Simulated entry is around 120.2 km/h (75 mph) with 54 m of braking for every class, the minimum sits at 96 km/h (60 mph), and the exit reaches 114.1 km/h (71 mph) on the 600. Paired with Turn 4, this section is the biggest single climb of the lap's 47.1 m total — the elevation data shows the two corners together rising 11.3 m. All numbers here are physics-simulation estimates.

Cresting the hill, Turn 6 is a 69.7 m radius left running 182.9 m with a slight 0.8 m rise. It is a light-braking corner in the simulation: the model touches the brakes 45 m before turn-in on the 600 (45 m on the liter bike, 39 m on the twin), entering at 107 km/h (66 mph) and rolling to a 102.9 km/h (64 mph) minimum. Because the corner opens onto a long run, exit speed matters more than entry here in the speed profile — the simulation shows the 600 leaving at 156.6 km/h (97 mph) while the power-limited twin trails at 146.5 km/h (91 mph), with a clear class gap on this part of the lap.

At 359.9 m, Turn 7 is one of the longest corners on the circuit — a gently descending left (0.8 m drop) with a 35.3 m effective radius. The simulation carries 145.8 km/h (91 mph) to a braking zone of 36 m on the supersport 600, stretching to 39 m on the liter bike and shrinking to 24 m on the twin. Mid-corner the model holds 73.2 km/h (45 mph), then builds back to 155.4 km/h (97 mph) at the exit on the 600. The twin exits at 149.9 km/h (93 mph), comfortably above its mid-corner minimum — a full corner spent building back toward what the brakes took away. Simulation estimates throughout.

Turn 8 is a 36.4 m radius right, 272.9 m long — one of the longer corner segments on the circuit — dropping 5 m. The simulation's brake-start distances are short: 18 m on the 600, 18 m on the liter bike and 15 m on the twin, since all three classes arrive at nearly the same 140 km/h (87 mph). From there the model slows to a 74.3 km/h (46 mph) minimum — a bigger speed sacrifice than the larger-radius Turns 4 and 5, which benefit from their uphill grade. Exit estimates are 115.9 km/h (72 mph) on the supersport 600 and 114.4 km/h (71 mph) on the middleweight twin.

One of the fastest minimum speeds on the circuit belongs to Turn 9, a 139.6 m radius right that climbs 1.8 m over its 96 m length. In the simulation the entry of 158.1 km/h (98 mph) is among the higher corner-entry speeds of the lap, and only a brief brake application — 12 m on the 600, 15 m on the liter bike, none at all on the twin — is needed before the model settles to its 146 km/h (90 mph) minimum. The exit estimate is 153 km/h (95 mph) for the 600, with the twin giving up 1 km/h at 152 km/h (94 mph). Together with Turn 3, this is where the speed profile peaks.

Turn 10 produces one of the largest single speed drops in the simulation: from a 138.3 km/h (86 mph) entry down to 62.6 km/h (39 mph) at the apex of this 25.8 m radius left. Notably, the model's brake-start distances barely vary — 9 m on the 600, 9 m on the liter bike, 6 m on the twin — though much of the deceleration still happens within the 227.9 m corner itself rather than in a straight-line zone. Elevation change is negligible at 0.3 m. The simulated exit is 113 km/h (70 mph) on the supersport, making this one of the corners where the largest fraction of straightaway speed is surrendered.

A medium right with a 37.1 m effective radius, Turn 11 runs 147 m on essentially level ground (0.3 m of rise). The simulation enters at 118 km/h (74 mph) after 21–30 m of braking depending on class, reaches a 75 km/h (47 mph) minimum, and exits at 125.4 km/h (78 mph) on the supersport 600 — an exit above the entry, so the corner costs the model no net speed despite the 43 km/h mid-corner drop. The middleweight twin exits at 124 km/h (77 mph). These values are physics-simulation estimates, and they set up the descending complex that follows.

Turn 12 opens the circuit's signature descent: a tight 8.3 m radius left that falls 4.9 m over its 99 m length. The simulation brakes hard and early — 87 m before turn-in on the 600, 102 m on the liter bike, 60 m on the twin — noting that the downhill grade reduces available braking load in the model's assumptions. Entry is 125.8 km/h (78 mph), the minimum is 35 km/h (22 mph), and the exit estimate is only 83.2 km/h (52 mph), essentially identical across all three classes because the tight, descending geometry, not engine power, limits acceleration here.

The descent continues through Turn 13, a right-hander that opens out to a 24.2 m effective radius, with an 84 m measured length and a 10.9 m elevation drop — the largest single-corner loss in the data. The simulation's entry numbers ease off from Turn 12 — 83.2 km/h (52 mph) in, a 60.6 km/h (38 mph) minimum, braking initiated from 45 m out on the 600, 45 m on the liter bike and 45 m on the twin — but the run to the next reference point lets speed build back: the model exits at 92.1 km/h (57 mph) on the supersport 600 versus 92.1 km/h (57 mph) on the middleweight twin, no class gap at all in the simulation's assumptions.

Turn 14 completes the plunging left-right-left sequence, dropping another 1.1 m across 123 m. The simulated approach is longer than Turn 13's braking: 92.3 km/h (57 mph) at entry, braking from 81 m in every class, and a 59.7 km/h (37 mph) minimum. What distinguishes it is the exit: without a long run-out before the final corner, the model reaches only 82.8 km/h (51 mph) on the supersport and the twin alike, the softest exit of the three-corner descent.

The final corner is unusual in the speed profile: a 53.4 m radius right, 132 m long with a 1 m descent, that the simulation enters at just 82.8 km/h (51 mph) — one of the lowest entry speeds of the lap, inherited from the tight sequence before it. Braking is a token 15 m for every class, and the minimum of 82.8 km/h (51 mph) matches the entry speed. From there the model is on the power the entire way, launching onto the front straight at 158 km/h (98 mph) on the 600 and 155 km/h (96 mph) on the twin. As a corner defined almost entirely by its exit, it closes the lap back toward Turn 1. Simulation estimates throughout.