Raising the engine is the first order of business. Up – for x-tra clearance, forward – for quicker steering. The front mounts were cut off and repositioned on top of the frame rails. Rear mounts were then aligned with the swing-arm and drive shaft. Eng mount placement, before welding:

The engine is angled 1º left of the centerline at the front of the eng, thrust lines of the eng / drive are coincident, and the centerlines of the frame and both wheels are coincident. In order to achieve this alignment, the swing- arm will be placed to the extreme right. BMW spec'd a maximum 4mm track offset, and the wheels of most Type247s do not share a centerline. CRo won't live like that !

The R80GS frame used was chosen because of it's single tube 'spine' and non-tapered front down-tubes. Earlier models used a tube-within-a-tube spine and tapered front legs. In stock configuration, the R80GS frame is lighter than those used on other models if NOT as 'strong'. It is likely that BMW's later model frame changes were simply a bean-counter's cost-cutting consideration – but perfect for those obsessed! The 2 main diagonal frame members are put into place to stabilize the relationship between the head-stock and the swing-arm pivots:

And then it's chop-saw time. Say "bye, bye" to all that nasty old gummikuh steel:

'Strength', or better, 'structural integrity' is achieved by the specific combination of tubes resulting in an interlocking series of tetrahedrons – for my purposes, a 3-dimensional use of 'triangulation'. I am depending on triangulation rather than the inherent torsional and bending stiffness of any individual component of the structure. More diagonals are added, and the front mounting for the shock are in place: