You've chosen to take my comment out of context... I specifically stated that I CAN go faster around the turn (w/out dragging hard parts due to my bike being set up properly) and WILL BE increasing lean angle... I thought I covered that already?!?
As it pertains to your argument here and quoting another website...he speaks (again) of lean angles and scraping hard parts. What I'm telling you is that you CAN set up a bike such that it WILL run out of tire (traction) prior to scraping hard parts. You're choosing to ague this fact and don't have you're own experience to back it up but rather assume (again) this to be the case. If you indeed do 20-some trackdays this year, you will find out some of this for yourself... till then, please don't go preaching about scraping hard parts and knee dragging, etc.
You speak of "real world"... but the fact of the matter is (and YOU said this yourself)... YOU'VE MADE ASSUMPTIONS!!! That IS the point here. For a given condition/environment, your assumptions are fine... but the fact still remains... change a condition, and this crap goes right out the window. Riddle me this... why do some knee puck manufacturers make two size knee pucks? They have a normal size (for dry conditions) and they have a size twice the thickness (typically used in wet conditions)? Report back once you read on the internet what the reasoning is... then let me know how that correlates to your assumptions?!
Not everyone believes everything they read on the internet... and for those that do, this is exactly why I and some others here have pointed out some other variables one should consider when playing around w/this website. As I mentioned before, the program is pretty neat... don't take offense and get so defensive w/further introduction of facts to consider. You keep defending it, and likely due to the time invested in it - I get that. It's fine for the assumptions you've made... but it DOES NOT cover everything the Real World throws at you. You HAVE made assumptions... the G-force is the big one...
Final two riddles for you:
RIDDLE 1: Biker guy goes out on a hot July day and goes 80mph around a fixed radius turn w/his knee down. His lean angle is 47.834566 degrees (he likes precision). His bike is set up properly and he does not scrape hard parts. Same biker guy goes out in January right after a severe ice storm... He remembers this website that told him he could go 80mph in which he proved to himself he could just 6 months prior. So he goes out and attempts it again... same speed, puts the bike into the turn only to find he low sides the bike and slams into the guard rail. If all things are created equal and your program spits out real world answers, why did he low side?
And please don't come back with, the idiot should have known better. Yes, I'm making extreme examples here, ones that I hope surely wouldn't happen. But the fact still remains (which you've readily admitted)... YOU'VE MADE ASSUMPTIONS. Same w/the guy's website you've referenced... he made assumptions too.
RIDDLE 2: A Moto2 (600cc) bike can and will corner faster than your S1000RR... and that is provided with having the same rider on both. When I say corner faster, I specifically mean... the amount of time it takes to get from the tip in of the turn to the exit (where I'm back at full throttle) of the turn (which in essence is what folks are gleaning from your website/curve speed calculator - how fast can I take this turn). If you choose to say that is untrue, I'm not sure there's any help for you... if you agree, then ask yourself why? (HINT: it in part has to do with the coefficient of friction that was assumed when coming up with the G-force assumption for the program)
And a quote from your website you quoted above (James Davis)... which btw, has some pretty darn good information on his site. Quote from Mr. Davis: "limits are interdependent, not independent". You've "fixed" your assumptions - he's telling you that things change and when you're trying to find your limit (max speed for a given turn), you need to understand the limitations affecting it... change one, and something else changes... change another, and boom, another something else changes.
I have carefully read your reply and everything is said is actually true.
It seems as if you and many others misunderstand the intent and application in which my new tool is mean to be used.
(I also had James review my app and he said the calculations were correct and there are no other variables. He obviously understood the method in which to use my tool).
The fact that you stated that "what if the roads are slippery" and you can't take a turn at the resulting speed my tool says, shows me that you don't really understand why and how the tool is used.
My tool allows a rider to select a lean angle. I couldn't come up with a term for it, but this lean angle selection is selected by the rider - you.
The way I see it, riding a motorcycle is like flying a plane. There is a concept of "pilot in command" meaning that when you are behind the handle bars, you should know what YOU are capable and what YOUR BIKE is capable of. All responsibility rests on you, and there are no excuses and faults of others besides your own.
So when you select 55 degrees lean, you should be an experienced enough rider to know that you should have some awesome tires, and you should also be prepared for your knee to be dragging and maybe a footpeg too depending on how you set up your pegs
If you are an inexperienced rider, like me, I actually select 40 degrees.
Although I don't truly know that I lean at 40 degrees it's a guesstimate.
Because my calculations are calculated by the "combined bike + rider" lean angle (angle between the contact patch of the tire, and the CG) my body position effects the "visual lean angle". Visual lean angle most people see - the bike's lean angle.
By following a friend who runs at my pace, I can guesstimate their lean angle through a turn. And since i'm right behind them in that same turn going the same speed, my effective lean angle is very similar.
So I estimate my EFFECTIVE lean angle (bike+rider) to be around 40 degrees.
40 degrees is my comfort level, and on a dry clean road, me and my bike can do it again and again and again.
So I input 40 degrees into the tool and it could tell me that with a clean dry road, with no oncoming buss or truck that crossed the yellow line coming into my lane that I can take corner Y at X mph.
Is it so necessarily to state obvious things such as "what if the roads are wet? what if there is gravel? what if there is a dead deer on the road?"
I thought I was talking to an educated crowd, not preschool children.
Now, lets go back to how my tool is awesome. As I mentioned above, I have no good way to find out my EFFECTIVE lean angle. I can have a friend take a picture of me in the 1st hairpin at palomar, and I can print out the picture and measure my lean angle on paper. But that would be BIKE lean. It wouldn't take into account the fact that I'm hanging off the bike (even if my body position is not perfect hahaha).
As another member posted asking for effective lean angle calculator - that's what my program does!
For us to precisely measure effective lean I have to measure the bike's CG.
To do this, lay your bike on its side. Then with your finger, lift the bike. When you find the point in which the bike is balanced, that is the CG of your bike. (obviously not a practical solution). Then it gets ever more complicated finding your body CG and then combining the CG's of your body position on the bike during a turn and the CG of the bike...
So - my program can actually tell you your EFFECTIVE lean angle. How?
Take a turn and log it with GPS. Then input that turn into my program and select 55 degrees. If the speeds of my program are greater than what your GPS says your midcorner speed is, your lean angle is shallower than 55 degrees.
Then try 50 degrees. Once the numbers are pretty close - that's your effective lean angle.
I used the data acquisition system out of my race car and installed it on my bike. I was showing midcorner speed on palomar the first left hand hairpin around 35mph.
The selection of my program of 40 degree lean was the closest. Around 34mph. So I'm probably doing that turn at 41 effective lean degrees.
Every turn is going to have a slowest point. A point in which the bike is going the slowest. Sorry for keep bringing up cars, but that's the only good experience I have. In cars there are levels of importance when you go fast.
A beginner driver works on threshold braking.
An intermediate rider works on good exit speed.
An advanced rider works on aggressive trail braking techniques
A step above "advanced" is the person who can do all these, with the greatest mid-corner speed. I've read many books regarding driving written by racers and they all agree on this. mid-corner phase will give you that last little bit of time that's the hardest to achieve. The last few 10th's of a second.
The best driver may do 0.5mph more at the apex than the 2nd best driver.
So when me and race friends (armature spec e30 racing) compare our GPS data side by side, we always look at our mid corner speed. The slowest speed in a particular corner. I may do 87mph at the apex of T10 at Infineon, and my buddy does 87.5mph. That's where the difference in time usually lies with our level of driving.
So perhaps another assumption I make, riders care about mid corner speed?
My program is there to show you the theoretical mid corner speed for a particular corner. I'm not calculating trail braking, deceleration/acceleration rates of your bike. Just a program that shows the speed for a given lean angle in a particular bend.
I'm not trying to sell this app and make money. I really just made it for fun. I had a blast making it and I have a blast using it.