01-11-2007, 10:04 AM
Only way I can think of is by using a Hotrocker. They have had some decent gains on a dyno by using this method. It's too complex for me to try to put into my own words, so I'm gonna copy/paste an explanation of how it works:
The Hotrocker mechanism for each head is composed of eight rocker arms with four fulcrum points, one shaft with four matching fulcrums, and pedestals with teeth to match the fulcrum teeth of the rockers. The pedestals attach the rockers and the shaft to the head. In addition, a twelve volt gear motor driven by an ECM through levers and a link, shift the shaft from one fulcrum to the other.
The shaft starts at engine idle in the right, minimum lift, position. The rocker contacts the shaft with the rocker tooth riding in the valley of the shaft. The shaft holds this position giving a ratio of 1.1:1. When the engine speeds up far enough above idle, perhaps 1400 RPM, the shaft is rotated counter clockwise a specified amount, placing the tooth of the shaft into the valley of the rocker arm. The ratio is now 1.3:1..
Note that the pedestals 1) all have racks matching the racks in the rockers, and 2) keep the rockers firmly located between pushrods and valve stems, and positioned correctly above the valves. The rotating of the shaft doesn't change the rocker or pushrod location.
As engine speed continues to increase, the shaft is rotated farther to place the shaft in the third position of 1.5:1. If speed continues to increase, the shaft will finally move to the fourth position giving a ratio of 1.7:1. (These ratios are for example only, higher and lower ratios can be specified.)
As speed decreases, the shaft is rotated clockwise to each lower ratio to match the dropping RPM. This produces four torque peaks for an engine, thus allowing it to always be operating on or near a torque peak.
The shaft is rotated from one ratio to another by a lever protruding from the side of the shaft. It is connected by a round link, which passes up through the rocker cover to a matching lever connected to the shaft of a twelve volt gear motor mounted on a bracket above the rocker cover.
An electronic control module in the cockpit reads engine RPM and sends shift power to the gear motor to shift up or down as RPM rises or falls. The ECM has a range of shift points the owner can select by turning a selection knob on the panel. LEDs display RPM and shift menues.
![[Image: fullview.gif]](http://www.hotrocker.com/images/fullview.gif)
Looks like this when installed:
![[Image: 005f.jpg]](http://www.hotrocker.com/images/005f.jpg)
The Hotrocker mechanism for each head is composed of eight rocker arms with four fulcrum points, one shaft with four matching fulcrums, and pedestals with teeth to match the fulcrum teeth of the rockers. The pedestals attach the rockers and the shaft to the head. In addition, a twelve volt gear motor driven by an ECM through levers and a link, shift the shaft from one fulcrum to the other.
The shaft starts at engine idle in the right, minimum lift, position. The rocker contacts the shaft with the rocker tooth riding in the valley of the shaft. The shaft holds this position giving a ratio of 1.1:1. When the engine speeds up far enough above idle, perhaps 1400 RPM, the shaft is rotated counter clockwise a specified amount, placing the tooth of the shaft into the valley of the rocker arm. The ratio is now 1.3:1..
Note that the pedestals 1) all have racks matching the racks in the rockers, and 2) keep the rockers firmly located between pushrods and valve stems, and positioned correctly above the valves. The rotating of the shaft doesn't change the rocker or pushrod location.
As engine speed continues to increase, the shaft is rotated farther to place the shaft in the third position of 1.5:1. If speed continues to increase, the shaft will finally move to the fourth position giving a ratio of 1.7:1. (These ratios are for example only, higher and lower ratios can be specified.)
As speed decreases, the shaft is rotated clockwise to each lower ratio to match the dropping RPM. This produces four torque peaks for an engine, thus allowing it to always be operating on or near a torque peak.
The shaft is rotated from one ratio to another by a lever protruding from the side of the shaft. It is connected by a round link, which passes up through the rocker cover to a matching lever connected to the shaft of a twelve volt gear motor mounted on a bracket above the rocker cover.
An electronic control module in the cockpit reads engine RPM and sends shift power to the gear motor to shift up or down as RPM rises or falls. The ECM has a range of shift points the owner can select by turning a selection knob on the panel. LEDs display RPM and shift menues.
Looks like this when installed:
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2019 Ford Mustang