Suggest thinking that trough again. Work backwards. When you are turning right, where is the contact patch w/ respect to the centerline of the tire?. When you push on the inside bar you are immediately moving the contact patch in the direction of the turn. Think about how the wheel turns on the stering tube and which side of the tire becomes the leading edge when it turns, and what that does to the leading edge. it compresses and the cylinder that the tire was becomes a cone, "point" in. Cones don't roll strait. When the bike leans it is pivoting about an axis that is on the pavement. The higher the center of gravity, the farther the mass is from that axis and the more force is required to pivot it about that axis. Conversly more force is generated when the bike is left to fall about that axis under gravity. it makes no difference how fast the bike is moving. The radius of the center of mass about the axis of rotation is the only thing that affects the force required to rotate about that axis--or is generated rotating about that axis. (and the mass itself of course). But when you speed up the gyroscopic action of the wheels kicks in. They resist any force that moves them out of their plane of rotation (centered on the axel, which can be ignored unless you are changing wheel sizes). Now when you go to lean the bike the difference between the axel height and the center off mass creates a torque that must be overcome. The smaller that distance is, the less the torque and the easier it is to lean over. The not-so-obvious part here is you are dealing with two different axes of rotation--one through the axles and one through the contact patches. it is the location of the center of mass with respect to both of those that makes the difference. It evitabley it is above the axles and always it presents a torque to each. This stuff gets very sensitive when looking at something like a sea kayack or canoe. The loading and hull shape of the boat has tremendous influence on how stable (or not) the thing is.