Eliminate the rev limiter?

[TheIronWarrior]

Plus you’d be leaving the power and behind likely resulting in slower acceleration than keeping her in the power and,

Let's explore this a little, because I'm a nerd. Using information for the NC700 that I Googled.
Looking at gears 3, 4, 5, and 6, the average upshift reduces your RPM to 83% of what you were in the previous gear (81% - 86%).
The average upshift will also reduce your wheel torque by the same percentage for a given RPM.
For example, if you were at 6700 RPM in 4th, an upshift would put you at about 5600 RPM in 5th.
Let's ignore losses from the drivetrain and consider wheel torque to be equivalent to engine torque factored by gear ratio (not strictly true, but if the losses are similar through all gears and speeds, ignoring them won't affect the conclusion that much).
6700 RPM in 4th puts about 207 ft-lb to the wheel. 5600 RPM in 5th puts about 201 ft-lb to the wheel.
If we assume the torque curve continues linearly beyond 6700 RPM (which is not true, so this will give an artificially HIGH torque) then torque at 7000 RPM in 4th would be about 195 ft-lb. An upshift puts us at 5800 RPM in 5th with a torque to the wheel of about 198 ft-lb. Somewhere between 6700 RPM and 7000 RPM, you get better acceleration by downshifting.

Note, where the lower gear changes (1-2, 2-3) have larger RPM drops, there might be a LITTLE to gain by over-revving, but not a lot of time is usually spent in 1 and 2.
The crossover point for 2-3 is between 7300 and 7600, and around 7900 for 1-2. Again, remember the post-6700 RPM Torque values are artificially inflated, so the actual crossover point will be at a lower RPM that we determined here.

TLR, There is little to be gained by trying to push past the rev limiter, not to mention the risk of wrecking something while you're at it.

 

[Oldbear]

The NC peaks at something like 44 ft/lbs, and torque is a curve, so it drops off after peak. The NC has a relatively flat curve, but that curve begins to drop after about 6k. Ditto with horsepower, it’s a curve and falls off after hitting its peak. To “gain” anything by increasing revs would require reworking timing/airflow to raise those peak points , otherwise, to quote the bard, it’s all “sound and fury signifying nothing”. Best performance with any engine comes from staying near the “peak”.

 

[Oldbear]

I just realized this is a zombie dated from 2014. Wow, some things just wont die

 

[TheIronWarrior]

The NC peaks at something like 44 ft/lbs, and torque is a curve, so it drops off after peak. The NC has a relatively flat curve, but that curve begins to drop after about 6k. Ditto with horsepower, it’s a curve and falls off after hitting its peak. To “gain” anything by increasing revs would require reworking timing/airflow to raise those peak points , otherwise, to quote the bard, it’s all “sound and fury signifying nothing”. Best performance with any engine comes from staying near the “peak”.

Nothing I said disagrees with you. Torque peaks at 4800 RPM (for the NC700), anything beyond that, FOR YOUR GIVEN GEAR RATIO, torque decreases.
When you upshift, however, your RPM decreases and you usually find yourself back in the "pre-peak" range. Depending on how far past the peak you were, and how much the gear change reduces your PRM for that given speed, you may (or may not) deliver more (or less) torque to the wheels.
The "ideal" shift point for acceleration would be when the (post-peak) torque delivered to the wheels in your current gear is equal to the (pre-peak) wheel torque the next higher gear will give you.
Also remember that torque is affected by gear ratio (power is not).

 

[showkey]

 

[Oldbear]

Nothing I said disagrees with you. Torque peaks at 4800 RPM (for the NC700), anything beyond that, FOR YOUR GIVEN GEAR RATIO, torque decreases.
When you upshift, however, your RPM decreases and you usually find yourself back in the "pre-peak" range. Depending on how far past the peak you were, and how much the gear change reduces your PRM for that given speed, you may (or may not) deliver more (or less) torque to the wheels.
The "ideal" shift point for acceleration would be when the (post-peak) torque delivered to the wheels in your current gear is equal to the (pre-peak) wheel torque the next higher gear will give you.
Also remember that torque is affected by gear ratio (power is not).

Agree completely