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Originally Posted by gippy87
This seems to go against the conventional way nls works. Why would you want your target rpms to be higher than where you shifted from given the next gears required rpm will be lower. So in his example you shift at 5k hit 6400rpm and drop it into the next gear it's still going to provide some serious drivetrain shock . . .
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Up to this point, that's dragstrip thinking, as long you're not too worried about the shock breaking anything. That shock represents a momentary impulse - or more accurately a recovery of torque from decelerating everything ahead of the clutch disc. Rotational inertia times angular deceleration becomes a torque applied against the now slower-rotating clutch disc - which is then additive to the basic amount of torque coming out of the engine. It's a very brief effect, but it's enough to win a few races that might be lost otherwise. Chevy's NLS is more in line with speed shifting and powershifting.
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. . . where as aftermarket nls units kill power momentairly so that when you hit the next gear your rpms are right where they should be wheb you let off the clutch.
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But this line of thought is consistent with road course and most street driving where avoiding unnecessary driveline shock is far more important in the long run.
Norm