technical
Liftgate vs. Ramp Loading: Which Does Your Car Need?
Ground-clearance thresholds, equipment differences, and a quick reference for common makes.
4 min read · Updated May 2026
Quick answer: any vehicle with under 4.5 inches of ground clearance needs a liftgate carrier. Standard ramps are designed for ~12-degree angles, which a low-slung sports car will scrape on the front splitter. Liftgates lower to ground level, eliminating ramp-angle risk entirely. The premium for liftgate carriers is typically 5–15% — a no-brainer for any vehicle that can't safely use ramps.
How each system works
Ramps are hinged steel inclines that fold out from the trailer floor. The driver positions the trailer at the loading point, lowers the ramps to the ground, and drives the vehicle up the ramps onto the trailer. Standard ramps run 8–12 feet long with a 10–14 degree angle when deployed. Most factory-spec sedans, SUVs, and trucks load fine.
Liftgates are hydraulic platforms that lower from the trailer to ground level, transport the vehicle vertically up to floor height, then retract. Loading angle is effectively zero — the vehicle just rolls onto the platform horizontally. Liftgate carriers cost more to operate (more equipment, slower loading) but accommodate any vehicle regardless of ground clearance.
Ground clearance thresholds
| Ground clearance | Loading method | Typical vehicles |
|---|---|---|
| Under 4.0" | Liftgate mandatory | Aventador, SF90, Carrera GT, Senna, Daytona SP3, Valkyrie |
| 4.0" – 4.5" | Liftgate strongly preferred | 488 GTB, Huracán, F40, GT4 RS, GT3 RS, P1, AMG One |
| 4.5" – 5.5" | Low-angle ramps OK | Standard 911, F-Type, M3, Cayman, lowered Mercedes/BMW |
| 5.5"+ | Standard ramps fine | Most sedans, SUVs, trucks, daily drivers |
What can damage a low-clearance car on ramps
- Front splitter scrape. The most common ramp incident. The leading edge of the car's front lip catches the bottom of the ramp, scraping or fracturing carbon-fiber, painted aluminum, or fiberglass.
- Underbody pan. The flat aerodynamic surface on the underside of most modern exotics. Catches the ramp edge during transition from ramp to trailer floor.
- Exhaust tip damage. Rear-exit exhaust on lowered cars (911 GT3, F-Type R) can scrape on the ramp transition leaving the trailer.
- Suspension fatigue. Even when nothing scrapes, repeated ramp loading puts stress on the suspension geometry of vehicles set up for track use.
The factory front-lift system caveat
Most modern Ferrari, Lamborghini, and McLaren models include factory hydraulic front-lift systems that raise the front of the vehicle 1–2 inches at low speed for driveway clearance. These systems can also help on standard ramps — but they're not a guarantee. Three reasons not to rely on them for transport loading:
- The system may have a fault or low-pressure condition you don't know about until loading day.
- Lift systems raise only the front, not the underbody — the rear can still scrape during ramp transition.
- Cycling the lift system repeatedly during loading shortens its service life.
Better path: book a liftgate carrier and treat the front-lift as a backup. Citadel automatically dispatches liftgate-equipped trailers for any vehicle our intake form flags as low-clearance.