"And again, most of the lower/mid level MTB's that see commuting duty don't have remote lockouts. This argument is moot."

The bike in question, the Paratrooper Pro, has both 'fat' tyres and fork lockout. The 14Kg+ weights I quoted are from the current spec of that bike.

The analogy of BMW Telelever suspension isn't relevant: Telelever bikes transfer the same amount of weight to the front tyre, all else being equal, as they are unable to bypass the physics of braking. They attempt to keep the front of the bike 'level' under braking, but weight transfer to the front tyre still occurs, and the front tyre still compresses under braking. Telelever replaces two sprung stanchions with a single variable rate sprung damper, reducing unsprung mass. The physics at the wheel/tyre/ground are unchanged other than the head angle of the fork/frame remains more or less unaffected, and spring force (resultant) feedback to the rider is reduced, as is stiction and torsional forces on the fork. Telelever tries to separate steering and braking forces. It's not fitted to Paratrooper bicycles.

Charles going over his handlebars during emergency braking: have a look on the Sheldon Cooper pages for an explanation. If it happened on a loose 'trail' surface it's not so relevant as the dynamics of loose surface braking are very different.

The transfer of weight to the front tyre is essential for maximum braking effect. 'Dive' (weight transfer) on braking happens even on rigid fork bikes; the tyre compresses instead of the forks as weight transfers to the front.

Grip is (only) a molecular result of the combined co-efficient of friction between the two surfaces and the downforce on the tyre, on hard surfaces. Less downforce = less grip. Suspension on wheeled vehicles aids braking and steering at higher speeds on rough (tarmac) surfaces, as wheel rebound - with consequent loss of downforce and therefore grip, is reduced. Suspension damping is there to keep the wheel on the ground by aiding the bump-following capacity:

Bumps and surface imperfections in the road cause tire compression—which induces a force on the unsprung weight. The unsprung weight then responds to this force with movement of its own. The amount of movement, for short bumps, is inversely proportional to the weight - a lighter wheel which readily moves in response to road bumps will have more grip and more constant grip when tracking over an imperfect road. Suspension therefore mitigates un-sprung weight adversely affecting both braking, and acceleration.

At street level, fork preload needs to be adjusted to rider weight and riding style, and yes, the Paratrooper Pro, the reason we're here folks, has pre-load adjust. At elevated levels of competition, rebound damping is set to match the terrain.

All bikes have weight transfer under braking. Suspension bikes can brake more efficiently, with shorter braking distances than rigid fork bikes on bumpy surfaces.

At the tyre level there is also a Resultant upward force resisting all this.

Carry on.