[Mik325tds]

From what I've read in other threads, there is supposed to be an updated file around that slightly improves the shift behavior. Unfortunately, I haven't found that one yet. It is supposed to be in the SP-daten set of 2.48.1 - Istufe E89X-12-07-508. If someone finds it, please post it here.
The plan is to take some data of our current shift behavior, then flash the new calibration, take data, correllate the changes in behavior to the changes in the file and thus identify the maps in the calibration file and learn what they do. Then we'll be able to manipulate them ourselves, calculate a new checksum and flash it back into our tranny.
The tool to flash the tranny is WinKFP which is part of the BMW Toolset that Ediabas comes with. I'll post a howto when I've tried it.

Another idea is to just flash the calibration file of the European 335d for instance this one here:
;;K_Stand: 19.08.2008
;;K_File-Name: A7595729.0da
;
;;Fahrzeugidentifikation
;;K_F1 Datenstand fuer
;;K_F2 E90 M57D30TU2TOP
... and see what happens. stevers314 had made a few of those attempts but as far as I understand he has used complete sets of SW and calibration files. These sets are described in the file GKE195.DAT which WinKFP uses to determine which SW updates are available for the ECU to be reflashed. The one I found looks like this:
$ PS10INIT N00000000000000000000000015000000000000 R
$ VERSIONKFCONF: kfconf10.dat
;Zusbauvorschrift vom 19.11.2009 15:28
;SG-TYP: GKE195
;ZB-NR TYP-NR HW-NR IX SW-NR AM PIN S CS
7587867,0000000,7573100,A,7587868DA,0FFFFFFFFFD,00 0,1 C
7610590,0000000,7591972,A,7610591DA,0FFFFFFFFFD,00 0,1 H
7606273,0000000,7591972,A,7606274DA,0FFFFFFFFFD,00 0,1 J
7609646,0000000,7591972,A,7609647DA,0FFFFFFFFFD,00 0,1 P
7569996,0000000,7566895,A,7569997DA,0FFFFFFFFFD,00 0,1 J
7569994,0000000,7566895,A,7569995DA,0FFFFFFFFFD,00 0,1 7
7592089,0000000,7591972,A,7592090DA,0FFFFFFFFFD,00 0,1 O
7595728,0000000,7591972,A,7595729DA,0FFFFFFFFFD,00 0,1 B

First number is the assembly number, then Type, then hardware number, Index, Software number, ...
Ours is underlined.

But first things first. Here are a few traces of 1st to 3rd gear pulls with different throttle inputs. I used Test-O, a free tool of our Finish friend Pheno (donations appreciated), to capture:
STAT_ABTRIEBSDREHZAHL_WERT - Tranny output shaft RPM
STAT_FAHRPEDALWINKEL_WERT - Throttle angle
STAT_ISTGANG_WERT - current gear
STAT_MOTORDREHZAHL_WERT - Engine rpm
STAT_MOTORISTMOMENT_WERT - Engine torque
STAT_SA_WERT - ???
STAT_TURBINENDREHZAHL_WERT - Turbine rpm (torque converter)
STAT_WK_WERT - Lock up clutch

My complaint is easily visible in these plots: In first and second gear, the engine rpms shoot up to about 2000 rpm before the tranny starts accepting torque and it takes until the shift into 3rd gear before it looks up for this first time. The reason why it is calibrated like this seems obvious: Protect the tranny from the huge amounts of torque our engine is producing. That's also the reason why our engine output torque is originally limited to 500Nm in 1st and 2nd gear. But I don't want to floor it all the time, I want defined and controllable launch behavior without my engine revving up to 2000+ rpms all the time. So if we succeed in tuning this behavior it will come with a bit of responsibility of the driver in order not to damage the tranny.

Any suggestions or feedback is welcome.