The Ridge Motorsports Park

The lap opens with a tight left of 13.7 m effective radius that climbs 1.9 m over its 129 m length. It is one of the two slowest points on the circuit in the simulation: the model arrives at 94.7 km/h (59 mph), brakes 147 m before turn-in on a supersport 600, and bottoms out at 44.7 km/h (28 mph). The liter bike, carrying more straight-line speed potential, starts braking earlier at 185.9 m, while the middleweight twin needs only 111 m. Exit acceleration brings the 600 back to a simulated 108.8 km/h (68 mph); the twin lags slightly at 107 km/h (66 mph). All values are physics-simulation estimates.

Turn 2 mirrors Turn 1 in the model's geometry: a right-hander with the same 13.7 m effective radius, 129 m arc length, and 1.9 m of climb. The simulated numbers repeat accordingly — entry at 94.7 km/h (59 mph), a 44.7 km/h (28 mph) minimum, and an exit of 108.8 km/h (68 mph) on the supersport 600. Brake-start distances again spread by class, from 111 m on the twin to 185.9 m on the liter bike, reflecting how much speed each machine can build between corners in the simulation. Together with Turn 1 this pairing forms the slow left-right complex that anchors the start of the lap.

A 107.4 m effective radius makes this left one of the fastest arcs on the circuit in the simulation. The braking event is brief — 48 m on the supersport 600, 57 m on the liter bike, and just 27 m on the twin — trimming entry speed from about 151.6 km/h (94 mph) to a 127.7 km/h (79 mph) minimum. Elevation is essentially flat here, dipping only 0.3 m across the 102 m corner length. The model exits at 146.3 km/h (91 mph) on the 600 and 144.1 km/h (90 mph) on the twin, a small gap that widens down the following section. These figures are simulation estimates.

Turn 4 begins the circuit's biggest climb: this 45.2 m radius left gains 12.8 m of elevation over its 200.9 m length. The simulation barely brakes for it — 18 m before turn-in for the 600 and liter bike, 12 m for the twin — because the corner is approached at roughly 138.6 km/h (86 mph) and speed washes off through the long arc to an 82.6 km/h (51 mph) minimum. The uphill grade helps drive in the model, and the exit estimate is 127.5 km/h (79 mph) on the supersport, with the twin about 2 km/h behind at 125.4 km/h (78 mph).

The climb continues through Turn 5, a right-hander that the model treats identically to Turn 4: 45.2 m effective radius, 200.9 m long, and another 12.8 m of elevation gain. Simulated entry is around 138.6 km/h (86 mph) with only 12–18 m of braking depending on class, the minimum sits at 82.6 km/h (51 mph), and the exit reaches 127.5 km/h (79 mph) on the 600. Paired with Turn 4, this section accounts for the bulk of the lap's 47.1 m of total climbing — the elevation data shows the two corners together rising more than 25 m. All numbers here are physics-simulation estimates.

Cresting the hill, Turn 6 is a 58.7 m radius left running 215.9 m with a slight 1.1 m descent. It is nearly a no-brake corner in the simulation: the model touches the brakes just 9 m before turn-in on the 600 and liter bike (6 m on the twin), entering at 128.8 km/h (80 mph) and rolling to a 94.3 km/h (59 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 144.2 km/h (90 mph) while the power-limited twin manages 140 km/h (87 mph), the largest class gap so far on the lap.

At 296.9 m, Turn 7 is one of the longest corners on the circuit — a gently descending left (0.9 m drop) with a 60.7 m effective radius. The simulation carries 141.5 km/h (88 mph) to a braking zone of 81 m on the supersport 600, stretching to 99 m on the liter bike and shrinking to 54 m on the twin. Mid-corner the model holds 96 km/h (60 mph), then builds back to 145.6 km/h (90 mph) at the exit on the 600. The twin exits at 141.4 km/h (88 mph), essentially matching its own entry speed — a full corner spent recovering what the brakes took away. Simulation estimates throughout.

Turn 8 is a 42.7 m radius right, 203.9 m long and effectively flat with only 0.4 m of rise. Uniquely on this lap, the simulation's brake-start distance is identical across all three bike classes at 33 m, since each arrives at nearly the same 141.2 km/h (88 mph). From there the model slows to an 80.5 km/h (50 mph) minimum — a bigger speed sacrifice than the similar-radius Turns 4 and 5, which benefit from their uphill grade. Exit estimates are 132 km/h (82 mph) on the supersport 600 and 128.7 km/h (80 mph) on the middleweight twin.

The fastest minimum speed on the circuit belongs to Turn 9, a 109.7 m radius right that climbs 2 m over its 102 m length. In the simulation the entry of 153.2 km/h (95 mph) is also the highest corner-entry speed of the lap, and only a short brake application — 24 m on the 600, 27 m on the liter bike, 12 m on the twin — brings the model to its 128.5 km/h (80 mph) minimum. The exit estimate is 143.2 km/h (89 mph) for the 600, with the twin giving up 4 km/h at 139.2 km/h (87 mph). Together with Turn 3, this is where the speed profile peaks.

Turn 10 produces the largest single speed drop in the simulation: from a 151.3 km/h (94 mph) entry down to 59.2 km/h (37 mph) at the apex of this 23.2 m radius left. Notably, the model's brake-start distances are short — 30 m on the 600, 33 m on the liter bike, 21 m on the twin — because much of the deceleration happens within the 153 m corner itself rather than in a straight-line zone. Elevation change is negligible at 0.3 m. The simulated exit is 100.1 km/h (62 mph) on the supersport, making this the corner where the largest fraction of straightaway speed is surrendered.

A medium right with a 33.7 m effective radius, Turn 11 runs 132 m on essentially level ground (0.4 m of rise). The simulation enters at 123.2 km/h (77 mph) after 21–33 m of braking depending on class, reaches a 71.3 km/h (44 mph) minimum, and exits at 121.6 km/h (76 mph) on the supersport 600 — an exit nearly equal to the entry, so the corner costs the model little net speed despite the 52 km/h mid-corner drop. The middleweight twin exits at 119.6 km/h (74 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 14.3 m radius left that falls a full 17 m over its 248.9 m length. The simulation brakes hard and early — 117 m before turn-in on the 600, 138 m on the liter bike, 90 m on the twin — noting that the downhill grade reduces available braking load in the model's assumptions. Entry is 89.1 km/h (55 mph), the minimum is 46.7 km/h (29 mph), and the exit estimate is only 73.5 km/h (46 mph), 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 with the same 14.3 m effective radius as its neighbors but a longer 314.9 m measured length and a 17.5 m elevation drop. The simulation's entry numbers mirror Turn 12 — 89.1 km/h (55 mph) in, a 46.7 km/h (29 mph) minimum, braking initiated 90–138 m out depending on class — but the longer run to the next reference point lets speed build further: the model exits at 130.7 km/h (81 mph) on the supersport 600 versus 124.3 km/h (77 mph) on the middleweight twin, a 6 km/h class gap that reflects the power difference in the simulation's assumptions.

Turn 14 completes the plunging left-right-left sequence, dropping another 18.1 m — the largest single-corner elevation loss in the data — across 389.9 m, the longest corner segment on the circuit. The simulated approach repeats the pattern of Turns 12 and 13: 89.1 km/h (55 mph) at entry, braking from 117 m on the 600 (138 m liter bike, 90 m twin), and a 46.7 km/h (29 mph) minimum. What distinguishes it is the exit: with the long downhill run-out, the model accelerates to 143.2 km/h (89 mph) on the supersport and 139.8 km/h (87 mph) on the twin, the strongest exit of the three-corner descent.

The final corner is unusual in the speed profile: a 26.6 m radius right, 272.9 m long with a 3.2 m descent, that the simulation enters at just 66.2 km/h (41 mph) — the lowest entry speed of the lap, inherited from the tight sequence before it. Braking is a token 18 m for every class, and the minimum of 63.4 km/h (39 mph) sits barely below entry. From there the model is on the power the entire way, launching onto the front straight at 143.2 km/h (89 mph) on the 600 and 139.8 km/h (87 mph) on the twin. As a corner defined almost entirely by its exit, it closes the lap back toward Turn 1. Simulation estimates throughout.