110 the oncoming pressure command is increased to a maximum command at the completion of the shift fig2 further shows a plot of speed of the input shaft in rpm 120 torque ratio 125 motor torque 130 required powertrain torque 135 actual powertrain torque 140 friction brake torque 145 and wheel torque 150 which are all plotted as a function of time during the shift as shown speed 120 decreases during boost 104 start 105 and part of torque phase 106 during inertia phase 108 an increase 170 occurs as the gear ratios are shifted from a higher gear ratio 171 to a lower gear ratio 172 causing an inertia effect torque ratio 125 changes as shown by ramp 160 in torque phase 106 motor torque 130 has a ramp 162 corresponding to ramp 106 in torque phase 106 in a conventional control system no modulation of motor torque 130 would occur following ramp 162 thereby yielding a constant torque represented by dotted line 173 an inertia effect from ratio speed increase 170 will if not compensated for show up as a dip 174 in powertrain torque 140 as well as a dip 176 in wheel torque 150 which in turn is felt as a shift shock however when motor torque 130 is modulated in accordance with the invention and represented by bump 180 then powertrain torque 140 can be maintained constant as shown at 184 resulting in wheel torque 150 also being constant as shown at 186 therefore in accordance with one aspect of the invention the torque.