I believe so Shakeslick, called improved climb.
It is used at least on the B737-400 (not know the NG737), then the TOW is limited by the climb gradient. Then the V1, Vr and V2 are increased which gives a better gradient.
However, it is not always feasible to use that procedure because then the accelerate stop distance increases, and one does not always have the luxury of a very long runway.
However, assuming a long runway with good B/A then it can be done. Another option is to use lesser flap setting for T/O, which also gives a better gradient.
If all this has been done and that is not enough, few extra pounds can be squeezed out of the engines, by using "bleeds off" takeoff; either using the APU for pressuratation or simply by taking off unpressureized if the APU is U/S.
I don't know however, how much the weight can be increased by any of those procedures, as I haven't flown this type for a couple of years, and I don't have the performace graphs anymore.