Originally Posted by jo5iah
There's a big problem with the method described by OP:
Changing the angle of your fork/front wheel will change the position of the contact patch when the bike is leaned. The contact patch will move forward as the bike is leaned down. What makes this even more complicated is that leaning and turning the wheel are not directly mappable, but are generally related to speed (again, no strict association).
Really any question of "What pedal strike angle?" should be "What pedal strike angle, angle?". Pedal clearance is a function of both lean and wheel angle. At a 90deg wheel angle, I know that no lean angle will cause a pedal strike (of course I'm not going far with a 90deg wheel angle either). At 0 degree lean angle, I know that no wheel angle will cause a pedal strike (but i can't be going very fast at all or turning would require leaning). In between, there's a lot of figuring to do.
Another good point. Once again, remember that this angle measurement will not have a ton of usefulness on it's own in the real world and does not need to. The measurement has been simplified to an easily reproducable standard in order to allow easier comparison between the values, which is the primary goal.
Saddle height, stand-over height, and wheelbase all fluctuate widely when a bike is leaned and turned, but people still measure them with the bike fully upright and bars straight because they are a laboratory-esque standard measurement, not an indication of a real-time condition. I'm trying to treat this angle measurement in a similar manner.
On a related note, I doubt that you're going to have the fork turned far enough to measurably raise the BB if you're cornering hard enough to be approaching pedal strike and are moving with any good speed at all.