A SEPARATE DESIGN Intake and Exhaust have been used for nearly all engines, except the simpler in-line valve arrays used on small block Chevrolets, Fords and similar engines. Anything with a compound geometry valve array is designed as a separate project for each valve. Nothing was left to chance, accuracy is within 1 degree of MID-LIFT.

The aluminum is 7150-T7, 33% stronger than 7075 and nearly double 2024. Machined "in-line" so the grain runs with the rocker's length (and loads), adding six (6) times greater resistance to fatigue, aluminum's greatest enemy. Every other manufacturer uses a shape that is an extruded silhouette, including all of the popular "name brand" shaft rockers, which has the grain running in-line with the bearing bore and across the body's length, making it much weaker by comparison.

The bearings are Torrington's finest (and most expensive), plus MILLER'S standard design use of Needle THRUST bearings to counter the side loads imposed by the pushrods. First implemented in 1983, twenty-two years before anyone else. The stands are 7075-T6 Bar, with ROLLED "J" threads, and the shafts are 5/8" 8620 alloy.

Here's another little secret to what separates Miller Rockers from anything else: The PRO-SHAFT designs of Jim Miller are established lengths that are LOCKED IN based on the exact pushrod position rising directly up from the TAPPET through the head, and where this position sits from the VALVE centerline, establishing the rocker arm's OAL (Over All Length) which is then cut in stone and never changed! The SHAFT is then placed  wherever  it needs to be for the specific RATIO desired. When alternate ratios are needed, the shaft bore AND the STAND are changed to accommodate this new position. The pushrod's position is not "floated" in and out with new adjusting screw positions for differing ratios, as with all the "name brand" shaft system rocker arm manufacturers. Only MILLER goes to such extremes in pursuit of precision, innovation and avoiding the "me too" crowd.