FLC OF AN AIRBUS A320 FAILED TO STOP AND HOLD AS INSTRUCTED BY GND CTLR RESULTING IN TAXIING ONTO ANOTHER INTERSECTING RWY. CTLR THEN ISSUED INSTRUCTIONS TO USE THE RWY TO TAXI TO THE ASSIGNED RWY. FLC BELIEVED THAT THE DIFFICULTY IN UPDATING THEIR FMS COMPUTER TO THE INTXN TKOF CAUSED THEM A DISTR AND OVERSHOT THE ASSIGNED TXWY.

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WE EXPERIENCED A RWY INCURSION AT MKE TAXIING TO RWY 19R. TAXI INSTRUCTIONS FROM GATE XX WERE TXWYS B; M; E; AND HOLD SHORT OF RWY 19R AT TXWY E1. PLAN FOR AN INTXN DEP FROM TXWY E1. BECAUSE OF THE INTXN DEP; OUR TKOF DATA HAD TO BE REFIGURED. THERE WAS A DISCUSSION IN THE COCKPIT ON THE ACTUAL LENGTH OF RWY 19R FROM TXWY E1. WHEN THE TKOF DATA WAS RECOMPUTED; AGAIN THERE WAS A DISCUSSION IN THE COCKPIT ON HOW TO ENTER THE TKOF SHIFT INTO THE PERFORMANCE PAGE IN THE MCDU. BECAUSE OF THIS DISTR; WE MISSED THE SIGN FOR TXWY E1 AND TAXIED ON RWY 25R. WHILE WE WERE STILL ON TXWY E; WE HAD BEEN INSTRUCTED BY GND CTL TO SWITCH TO TWR FREQ. AS SOON AS WE NOTICED THAT WE WERE ON RWY 25R; WE NOTIFIED MKE TWR. WE WERE THEN GIVEN CLRNC BY TWR TO TAXI ONTO RWY 19R FROM RWY 25R; AND THEN WE WERE CLRED FOR TKOF. CONTRIBUTING FACTORS TO THIS INCIDENT WERE THE CLRNC FOR AN INTXN DEP. NO MENTION OF THIS WAS MADE ON ATIS; SO WE HAD ALREADY FIGURED OUR TKOF DATA FOR RWY 19R FULL LENGTH. THERE ARE EXTRA COMPUTATIONS NEEDED FOR AN INTXN DEP ON THE A320; SO THE FMS CAN PROPERLY UPDATE ITSELF ON THE DATA PROCESSOR. THERE IS NO RWY DISTANCE LISTED ON THE COMMERCIAL 10-9 PAGE FOR RWY 19R -- TXWY E1; SO WE HAD TO CONSULT OUR PERFORMANCE BOOKS. GND OFFERED NO ASSISTANCE WITH THIS WHEN OUR CLRNC TO RWY 19R -- TXWY E1 WAS GIVEN. ALSO CONTRIBUTING IS THE HELTER SKELTER WAY TXWYS ARE LABELED IN MKE. AT MOST ARPTS; FEEDER TXWYS ARE NUMBERED IN SEQUENCE DOWN THE RWY. NOT AT MKE. TXWYS FEEDING ONTO RWY 19R FROM N TO S ARE TXWY F; E2; E1; K; M; S; R3; AND R4. I HAD IT IN MY MIND THAT TXWY E1 WAS CLOSER TO THE END OF RWY 19R; NOT TXWY E1; THEN TXWY E2; THEN TXWY F.