Originally Posted by bruce91
As others have noted a rampage lift is the way to go.
After a few years of not having the harley along I got the okay to get a truck and the rampage. I got a 2010 Ford ranger added supersprings, air shocks and a helwig sway bar. Last trip I had all weighed at a truck stop and the truck with bike weighed 4460lb. The part of the Rampage lift that extends over the tailgate ISN'T supporting the weight of the bike, the lifts main section that bolts to the bed carries the weight.
I have one of the harbor freight motorcycle repair lifts in the garage. The Rampage lift is stored on that when not in use. With a piece of wood on top of that it makes a good work table against the wall. I roll the harbor freight stand with rampage on up to the bed of the truck and push it on.
Sometimes i take the FXR as it is easier to move around but the Ultra is my go to bike.
Truck with bike tows like a dream. My last trip to Maggie Valley NC and hitting some short yet steep climbs still drove awesome.
I'm gonna have to differ with ya on that statement. Yes, the main frame of the Rampage IS bolted to the bed. But, the weight of the bike, IS standing on the the entire Rampage. Now, if you meant that, the TAIL GATE is not supporting the Rampage, then yes, you might be correct there, depending on the level of the tail gate surface, as it relates to the surface of the rest of the bed.
In our case, the actual surface of the tail gate when in the horizontal position, is higher than the bed surface. Not sure what GMC was thinking when they designed that but, it's not a big deal to me. As stated earlier, when the Rampage is to be used, the tail gate is removed from the truck. It's useless anyways, why carry it? Tail gates come off in seconds anyways. But, the decision to carry it, is up to the user.
Originally Posted by GypsyR
My first thought was of the old "Hondamatics" from the late '70's and...bleah. But yeah, dual clutches, OK. I've driven some dual clutch cars which were OK and delivered their power much better (more fun) than a slushbox automatic or a CVT so I could see a DCT bike, I guess.
Then I read this:
I've always found paddle shifters on cars to be kind of dumb and useless for normal street usage but a competent DCT WITH paddle shifters on a dual purpose bike? I have GOT to find one of these to test ride. Off road.
Yep, the "Hondamatic" was Honda's first attempt at modernizing a motorcycle, as they did with so many other inovations. But, it didn't *fly*, so to speak. Now, the DCT is A WHOLE DIFFERENT ANIMAL. Two clutches, sitting side by side. The output shaft of one, goes RIGHT THROUGH the output shaft of the other one. Clutch one, handles 1st, 3rd and 5th. Clutch two, handles 2nd, 4th and 6th.
It's an amazing mechanism. The prime Honda engineer went through a whole ton of *What ifs* and more, when designing and refining his primary design. Honda's had the DCT now for over 10 years. It ain't going away, anytime soon. In fact, the Honda *Talon* is primarily, the same engine and DCT trans as the Africa Twin, only four wheels.
But, those paddle shifters, as stated, are phenomenal. Right alongside the the *D* button on the right handle bar, is an *M* button. That button is for *MANUAL* operation. Once that M button is pushed, the DCT leaves ALL THE SHIFTING up to you. And, your left thumb and forefinger, handle all the shifting. And as stated, those shifts, are NANO-SECOND FAST. You DO NOT let OFF the throttle when shifting. Keep the the throttle on and hit whatever gear you want. The DCT handles the shift but, you dictate when it shifts.
Yes, if you're at all interested in it, by all means, head over and try one out. The '18 and up A/T is what's called *Throttle by wire*. Meaning, if you're not aware of the term, there is NO THROTTLE CABLE. The throttle is just like todays cars, sending signals to the ECM and the ECM takes care of throttle opening and closing. SERIOUSLY more precise than cable.