The frame of the Dryvtech is approximately 'conventional', however in case you hadn't noticed the bike is much the same at either end.  This leads to a frame that looks like it's 'double ended' as you can see from the early photgraph shown here, with two swingarm pivots and a loop that runs back to the other pivot rather than up to a braced headstock.  Of course anyone remotely familiar with chassis design will tell you that the 'conventional' bicycle-style frame is only successful due to the massive amount of development that has gone into it.  Much better is the style of frame that a hub-steer bike favours- with all the steering and suspension forces fed directly into the bottom part of the frame rather than into a high-set remote headstock.

Initially the suspension employed a variable ride height system.  The spring/damper units, though appearing conventional, had a concentric-tube construction where oil pressure was fed down between the tubes then underneath a floating piston to pull the shocker shut.  A lever just behind the handlebars operated a valve for the ride height, while a small pump driven off the end of the crank used to operate the suspension when the transmission was an open circuit type.  It is now used as a transmission boost pump- the variable ride height is disconnected.

The reason for the variable suspension was so that the rider could 'foot' their way through rough terrain as the 2X2X2 has a very high seat height common with all motorcycles with very long suspension travel.

The swingarms themselves are fabricated from sheet chrome-molybdenum steel, while movement of the hub assemblies for steering (by hydraulic rams as mentioned in the steering section), is via a kingpin set at an angle.  The location of this pin determines the steering geometry which is 28? of rake and 52mm of offset at the front and zero rake and offset at the rear. A good deal of worry went into the rake and offset requirements for the rear steering -the onset of resonance (sort of a rear tankslapper) being predicted to be a problem.  Conversely it was thought the centre "locking" nature of the rear steering would overcome these problems and this turned out to be the case.