What is MID-LIFT?

History of MID-LIFT

INTRODUCTION

TERMS & DEFINITIONS

BACKGROUND

MID-LIFT®

THE HISTORY of traditional rocker arm geometry, for those who've used any philosophy of design at all, was always based on two things: a SHOE TIP (scuff pad) contact surface for depressing upon the valve, and a formula for roughly measuring the rocker arm's length and pivot position which has been known as the 1/3 RULE. Roller tip rocker arms were not novel to Over-Head Valve (OHV) engines when they were first applied to V8 automotive engines in the 1950's, having been used on radial aircraft engines decades before. But roller tip rocker arms DID make the LEAP FROM the SHOE tip principles of design. THIS was a mistake.

In 1958 the first roller tip aluminum rocker arms were developed from an inaccurate method of design that wasted rocker arm motion. (See: History Of MID-LIFT.) It has been duplicated by every popular rocker arm manufacturer ever since. It doesn't matter how big the name, or how long they've been around, even the OEM manufacturers didn't follow the now accepted (and demanded by some Detroit companies) geometry called MID-LIFT.

In 1973 a more precise formula was developed for an engine few people cared about, and the secret laid dormant for seven (7) years.

In 1980 the secret was revealed with a FULL PAGE AD in a February issue of National Dragster, by its inventor.

In 1982 the only US Patent ever, for a specific concept of a precision roller tip rocker arm was issued to a young man who at the time had no intention of building a rocker arm company. The concept was never used on the popular engines of racing, but the MID-LIFT Patent prohibited other companies from adopting it, so racers were left in the dark. But the concepts were proved across many years, on arguably the most complex American made engine ever raced, Ford's BOSS 429 Hemi, from Pro Stock to World Record setting Alcohol Funny cars.

The History Of MID-LIFT explains how an amiable, hard working, easy going Midwest machinist made a simple mistake by taking an idea in his head to cut and paste a roller to the end of a shoe tip rocker arm. But how do you explain the insanity of bad geometry being used by racing's valve train industry for so many years? The "roots" of most of racing's oldest and most respected companies lies in men of racing passion, who got their hands dirty; not in squeaky clean white lab suit  engineers sitting at a draft table holding a slide rule. The answer is underscored by examples set in Detroit. There is no lack of accredited engineers at Chevrolet, Chrysler or Ford. Yet, for cost reasons or just adhering to old school thinking mistakes continued.

MEDIA & POLITICS

Because MID-LIFT was Patented clear back in 1982, it excluded the claims of big name companies long ago, so you will find the only thing these "big name" companies can do is ignore MID-LIFT and dismiss it as "theory." Because they would look foolish reversing themselves after thirty or forty years of selling an inefficient "closed valve" design as state-of-the-art. Others, will speak of it as if they've been doing it right all along. Some even go so far as to copy MID-LIFT, then say they're not doing it (hoping you won't notice).

These popular name brand companies spend lots of money on magazine advertising, and the degree of grossly wrong misinformation even the most well known companies sell is not only wrong, but insulting; especially when they know better. (See: Wrong Geometry) Ad revenues rule magazines; so the whole truth about MID-LIFT and how any variation that compromises on it, is a subject that is often “black listed” by many publications to avoid irritating these well advertised companies. No big surprise. That's business. These companies don't want savvy engine builders knowing how inefficient their designs are. The result, is even when magazines finally get around to this tech, MID-LIFT is dismissed as “theory,” or as only one idea of many being used -- implying there are equally good options. Not so.

After being enlightened by readers in the know that it published two grossly inaccurate articles on setting rocker geometry, in 2006 Circle Track magazine published "Rocker Arm Geometry and Valvetrain Alignment," which was reprinted in January of 2009. Presented to Jim Miller as their endeavor to "get it right," it only makes watered down general references to MID-LIFT geometry that appeases the less accurate models sold by their big advertisers, while failing to compare the downside to these less accurate designs, even though the article was written entirely from information taken from this web site. Crude hand drawings were copied from the Miller CAD illustrations, then pictures of "name brand" rocker arms that are not MID-LIFT were added to imply harmony for all, and avoid irritating long standing advertisers. It is good business for the magazine, but a bogus implication for the reader, that lends a false sense of generality to how important precisely designing and setting the geometry really is. In other words, they're in as much saying: "One was is to do this, and another way is to do that, and... oh yea... by the way, another way is MID-LIFT."

Here's the facts: There's only one way, IF, you want the cam's messenger to waste the very least amount of information while robbing the very least amount of energy in the process. MID-LIFT! There is "no other way." Period.

Large companies rely on saturated advertising to remind buyers how big they are, so buyers conclude their products must be correct. But what you learn here will "vastly" improve your inefficient over-arcing valve train, that none of these "big name" companies can challenge. None! No matter who's rockers you use, if you study both the "Installed Geometry" and "Design Geometry" principles here. Doing so -- will at the very least --  get you more performance from whatever brand rocker you're using, while imposing less wear and tear on your valvetrain.

To buy exact screen shots and full text from the in depth members section, see: MID-LIFT TECH.


REVISED: 090613

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