That depends on what you mean by shift faster - WOT is largely fixed, but you can improve part-throttle upshifts quite a bit by working shift schedules to target 100%
output shaft torque retention across the shift. The factory shift schedule logic is generally aimed around
input shaft torque retention. Here's a simple tool that will calculate both figures for a given shift:
Shift Scheduling Helper.xlsx
If your calibration has the trans pressure tables defined, you can make some small changes; in my experience, shift harshness goes up more quickly than shift times come down with that approach, so I tend to leave them pretty stock. There are other ways, but I haven't done enough testing to share them yet.
For torque reduction tables, it helps to convert and work with a percentage torque reduction, here's a tool for that:
Torque Management Helper.xlsx
Torque reduction for downshifts can be solved for fairly easily - by calculating the torque before/after the shift, we can determine a torque reduction value that will match the engine torque value after the shift. This works well for a downshift because we don't need to worry about
decelerating anything on the input side to mitigate shift harshness; upshifts are trickier, though, because we want to match engine torque but also need torque management to help slow down everything forward of the input shaft to mitigate shift shock. We can calculate the upshift torque management with enough information (friction torque, rate of timing reduction, inertia), but it's far easier to just iterate from the stock upshift values - decrease the torque reduction by 10% in each iteration until you reach an acceptable level of harshness, then try smaller steps in each direction to fine tune from there.
For all of the above, I'd suggest redefining table axes to get more usable ranges.
Appreciate the feedback! Some of the information is out-of-date at this point; eventually, I'll post an update to the entire document with some examples.