I have recently taken some CANbus logs directly from the powertrain bus, filtered/sorted them to be easily viewable in ecuxplot. I'm chasing a slow/delayed downshift issue with me7.5 ecu running DSG.

I logged a med9.1 car also to compare, what I can see is that the MED9.1 car (2.0tfsi BWA) sees a spike in miistc just as the shift is initiated by b_gsch and after that wkba increases. the result is the engine speed begins to rise shortly after shift initiation by the downshift paddle. You can see the me7.5 car there is a delay whereby engine speed does not increase at all, and continues to fall. The TCU seems to be waiting for something, and then eventually executes the downshift but after a wait time. In the screenshot I have aligned the logs so that shift initiation lands at the same sample on both, to make it easy to compare.

Does the med9.1 car have true ZG schaltung (zwichengas) active? or is it more of an assist, raising miist which allows the TCU to use the Zug patch to shift rather than the schub path, as I notice in TCU the torque ramp rates are different for zug vs schub. From the maps i've seen the TCU seems to use schub where engine torque is 0 or below, and uses zug when engine torque is above 0.

I know I will not be able to have true throttle blip with me7.5 whereby engine responds to the nsync request from the gearbox, but just removing the dead time/delay where the TCU hangs with me7.5 is my aim.

would really appreciate some info from those who are well versed with DQ250 and its communication with the ECU.