I'm not sure exactly what your concern is. There have been statements made about the bellcrank pivot needing to be at the CG, which aren't borne out by actual theory or practice -- leadout positions with respect to CG matters, the relationship between leadout movement to elevator movement matters, and the amount of slop, friction, and flex in the control system matters. But once the leadouts and control surfaces are in the right place, the actual bellcrank position only matters to the extent that the control system works right.
Having said that, your throwaway comment about the pushrod being further away than normal from the fuselage does matter. Profile fuselages flex from side to side. They do so because of wind, and from varying loads during maneuvers. The further away the pushrod is from the fuse centerline (assuming a straight pushrod), the worse this effect will be.