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Old 11-14-2017, 04:56 PM   #15
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Something's not right in the table, because my 2016 LTG does no-lift shifts on demand.
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Old 11-14-2017, 05:11 PM   #16
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3400 rpm for the LGT's Target RPM during shift cant be right..
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Old 11-14-2017, 05:40 PM   #17
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Quote:
Originally Posted by samurai View Post
To get this clear, this is how it works?

e.g. on SS
-> 2nd Gear, reaching 5.500RPM
-> Pressing the clutch while staying on full throttle, the RPM raises to a maximum of 6400RPM
-> Going into 3rd Gear the active Rev Match get's the RPM to the optimum, so you can shift as fast as you can and release the clutch

Am I right?

Also: Is this feature included in european models?
The car holds the target RPM listed in the table above until you release the clutch.
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Old 11-14-2017, 05:50 PM   #18
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And now that question is FINALLY answered . Thanks for your time Al!
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Old 11-14-2017, 06:29 PM   #19
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Originally Posted by MR 45TH View Post
And now that question is FINALLY answered . Thanks for your time Al!
I dno how healthy this feature is for us boosted folks...

I imagine keeping the engine RPM steady while spraying meth can cause some interesting fuel mixture results. I may be completely ignorant and this may mean nothing but just a shot in the dark.
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Old 11-14-2017, 06:51 PM   #20
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Quote:
Originally Posted by exxit View Post
I dno how healthy this feature is for us boosted folks...
I was wondering the same thing. Since the ZL1’s have the same feature it’s obviously possible, just wonder what all may be different in the tuning of it.
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Old 11-14-2017, 07:12 PM   #21
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Quote:
Originally Posted by samurai View Post
To get this clear, this is how it works?

e.g. on SS
-> 2nd Gear, reaching 5.500RPM
-> Pressing the clutch while staying on full throttle, the RPM raises to a maximum of 6400RPM
-> Going into 3rd Gear the active Rev Match get's the RPM to the optimum, so you can shift as fast as you can and release the clutch

Am I right?

Also: Is this feature included in european models?
The NLS feature has nothing to do with Active Rev Match (which is only active when accelerator pedal is at 0%). Otherwise the sequence of events you wrote looks correct.
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Old 11-14-2017, 08:38 PM   #22
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Well that really sucks, out of all the engine combinations the 2016 LGX doesn't have it. So sad.
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Old 11-14-2017, 08:49 PM   #23
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Quote:
Originally Posted by L99BEN View Post
3400 rpm for the LGT's Target RPM during shift cant be right..
No, it can't. Based on Al's explanation, you have to exceed the enable RPM for it to be, well, enabled. Since the enable RPM is listed as 4400 rpm it doesn't make sense for the target RPM to be 1000 lower. A thousand higher? Sure, a 5400 rpm target would make a lot more sense.
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Old 11-14-2017, 08:50 PM   #24
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Looks like Fillys6 called it!

Quote:
Originally Posted by Fillys6 View Post
I just ran a test on my 2017 2SS M6, here's the video.

It is clear that RPMs INCREASE to a 6400RPM limiter, whereas the 1LE DECREASES in preparation for the next gear (see this thread http://www.camaro6.com/forums/showthread.php?t=503081).

If I were one of the engineers designing NLS, I would design it to work exactly like the 1LE video in order to reduce drive train shock. Having said that, I think I'm hitting the limiter

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Old 11-14-2017, 08:54 PM   #25
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Quote:
Originally Posted by DGthe3 View Post
No, it can't. Based on Al's explanation, you have to exceed the enable RPM for it to be, well, enabled. Since the enable RPM is listed as 4400 rpm it doesn't make sense for the target RPM to be 1000 lower. A thousand higher? Sure, a 5400 rpm target would make a lot more sense.
It's possible (very likely) the table is correct and that's just hysteresis built in to be closer to where the driver could re-engage the next gear if he shifted early. He does not list the target ramp rate (ramp rate down will be much slower than ramp rate up). Most anyone performing a NLS would just catch the next gear before the system has time to reach that apparent low target speed.
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Old 11-14-2017, 09:01 PM   #26
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Al,
I appreciate you and the team taking the time to provide us with that level of detail to answer the question. That really helps clear thing up! I will try this out again next chance I get.

Follow-up questions (if I may):
  1. Regarding this comment: "In Engineering terms, when triggered, there is an immediate torque control, with fuel and spark, for a given period of time. Then, a predictive control takes over using the throttle to control torque. This allows the driver to take advantage of fast torque control for a short period of time (e.g. during the shift) without heating up or damaging the catalyst over time." What's the max allowable time that the system can stay in torque control mode (throttle open, with fuel and spark controlling engine speed) before "predictive control" takes over and starts closing the throttle?
  2. What's the reason the SS and SS 1LE are tuned differently? Is it to ensure a smoother transition to the next gear (on the road course focused SS 1LE) at the expense of better acceleration potential (on the SS, with the inertia of the engine accelerating the car briefly as the clutch is released at the higher RPM)?

I agree with others that this level of detail should make it's way to the owner's manual or at least a performance supplement.

Again, thanks very much for the thorough answer!

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Old 11-14-2017, 09:03 PM   #27
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Quote:
Originally Posted by vtirocz View Post
It's possible (very likely) the table is correct and that's just hysteresis built in to be closer to where the driver could re-engage the next gear if he shifted early. He does not list the target ramp rate (ramp rate down will be much slower than ramp rate up). Most anyone performing a NLS would just catch the next gear before the system has time to reach that apparent low target speed.
I think its way more likely to be a typo.
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Old 11-14-2017, 09:08 PM   #28
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Quote:
Originally Posted by DGthe3 View Post
I think its way more likely to be a typo.
Only one way to find out... someone with an LTG needs to test it out.
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