UGH, Please be careful in assigning quotes to people. hobot Knows, that the frame twist up does not put the rear wheel out of line, NAY under power The Rear Tire Rules The Roost! Get this point down good, until the rear is spun out or slides out > it is the most planted firm stable place on a motorcycle, so much so it patch wags the front mount side to side in horizontal plane so that wiggles forks which in turn wiggle frame back to rear tire. The frame twist is wonderful Commando feature, until it springs back. Personally after exploring what upsets Commandos I do not think the head steady is all the important nor stressed very much. A real good powered turn is sorta like a coordinated airplane turn where all the G's are kept in same direction as flying level. So in motorcycles this 'side-cornering force is in line with suspension and not much to tipping the power unit sideways at the top. I blunty state from what Peel has taught me, that the concept of building in swing arm or fork side force flex-compliance is miss-directed and ill conceived. My current opinion is make em twist-compliance in middle but rigid at ends. I suspect that putting the links close to the iso mounts may be shooting ultimate handling in the foot. I suggest the links go far away form iso's and closer to the ends where road forces applied or focused. I don't know for sure > so please carry on this link exploration with your own philosophy to test for real. i had to set Ms Peel's rods at slackness and the iso gaps a bit over factory to get the smoothest ride and not feel sloppy at slower=lower loads the isols can tolerate. Too tight iso's vibed as expected and too loose felt sloppy - until higher loads put on to take all slack out and keep it that way. When front wheel counter steered its pulling front to outside of turn, so its main function in countersteering is to help bike fall over against the rising wheel gyro resistance. The rear tire is thrusting along the tangent. To get the picture for a RH turn, put RH palm inline with LH and twist RH palm edge slightly outward and top tipped inward to R while leaving LH still. Then tip-twist RH and also keepping rear alone tangent tip it to same angle as RH. The top of front tire is twisting bike to LH and down, while top of rear tire is twisting bike up to the RH, thus the source of both chassis twist and tire vector conflicts. Actually its exactly opposite this as tire forces are coming from contact patch, but easier to handle for hands demo. Some too flexible/springy bikes can not tolerate this twist up for long till rebounds into weave/wobble, while other bikes are so rigid and with restricted fork freedom they can not tolerate the out of line tire vectors and snap back or break loose to upset pilots no end. One weird thing to ponder, other bikes settle down when airborne while Ms Peel gets annoying to feel engine vibes and suspension oscillation, till the peace and stability sets in again as tires land, ahhhhhhh. hobot has been shouting to the world the wonders of triangulated roddage, where do ya think this development would be if I had kept it to myself since '03. I will take the flake and opinion I may be off my rocker or just bragging about me, No Sir Ree Bob, Peel is so easy even a novice like me can leave heated pilots in the dust w/o sweating. Catch on up when ya can yo'all.