I see the point about people not correctly adjusting an inside elevation control. And the bikes sound interesting. My little DL650 has adjustable rear suspension, though it can only do so much if you add a passenger and luggage.
If I ever get time, maybe I'll figure out how to put elevation adjustment on my old 1986 F250, perhaps a hinged custom grille. Tomorrow, on my way home from work I'll swap to the empty F250 (parked at my Rocky Creek house), then go to Darrington Hardware and have them set a 3,400 lb. pallet of concrete mix in the truck. It will go the few blocks home in daylight. I don't know yet if Saturday's schedule will have me leaving for work in darkness or daylight (hope for the latter), but I'll be dropping the heavily loaded truck off on my way. This is precisely the application I had in mind. The ordinarily low aimed lights of the pickup are sure to be aimed high with that load. It would be NICE if a few turns of a knob in the cab could correct the elevation for all front lights.
I recall test driving an Alfa Romeo sedan in 1977. The American market version had quad 5.75" headlights. Small levers just outboard of each high/low headlight were intended to be moved downward if one changed from 1-2 occupants to a full passenger load. In 1978, the same car had self-leveling suspension. I'd go with air lifts on the rear of my truck, too, but air adjustable suspension is not all that common in everyday vehicles. (BTW, shock mounts are not meant to carry weight, so air shocks are more chancy than air bags inside the coil springs.)
Hmm.... looking at the pretty Dodge at the top of the page, noting the depth of the bumper and the lights inset into said bumper. Imagine a bumper that supported both fog and driving lights, and was designed for elevation adjustment. If the bumper brackets were held to the frame with pairs of transverse bolts, it might take only loosening (slightly, then using locknuts) of the lower bolts and replacing the upper bolts with longitudinal threaded adjusters.