951 TunerPro BIN & XDF Files

[Jeff84]

@johnb
Wow! Thank you very much for the file and all the info! I'll test this one when I'll be ready.

About the post on rennlist from Tom V, we saw the same
It was very interresting. At the end I would like to do the same but at the moment I don't have all the info (and skills) for that. Awaiting, I plan to install a stronger spring on my WG (Tial F38) and/or the "Boost Enhancer" from Lindsey Racing. For information, the kit from DMEshop24 came with a restritor placed inside the banjo bolt on the feed line of the CV.

Regarding the initial open loop cycling valve map, I have the same conclusion than you. I don't have to expect big changes with my turbo K26/6. Maybe I will tune the initial open loop cycling valve map, in this case I would like to emulate the chip (e.g. witn an Ostrich 2.0 - Moates). I have an xdf file posted years ago by Porken (rennlist). Maybe you have the same. Othewise, if you want, I can send you this one in pm for validation before sharing to everybody.

About the 10% of changes between early and late KLR, I remembered something like that. Thank you again for your investigations.

That's interesting about the restrictor. There's a maximum duty cycle for the CV, as for all solenoids. IIRC it's capped at 90% in the KLR code, although some of the map cells try to go higher than that. So the restrictor might have been to squeeze out a little bit more range.

Please do send me the xdf. I have seen the maps he posted on the other forum but never really paid much attention to the actual xdf files. The maps look correct so I know he had the right locations. IIRC he identified a third one but didn't know what it was - that one is the gain map for the boost control algorithm, not changed between model years and there's probably no good reason to change it.

pm sent. The third map remained as a mystery for many years. So, if I well understand this map is used for the PID regulation.

[johnb]

@johnb
Wow! Thank you very much for the file and all the info! I'll test this one when I'll be ready.

About the post on rennlist from Tom V, we saw the same
It was very interresting. At the end I would like to do the same but at the moment I don't have all the info (and skills) for that. Awaiting, I plan to install a stronger spring on my WG (Tial F38) and/or the "Boost Enhancer" from Lindsey Racing. For information, the kit from DMEshop24 came with a restritor placed inside the banjo bolt on the feed line of the CV.

Regarding the initial open loop cycling valve map, I have the same conclusion than you. I don't have to expect big changes with my turbo K26/6. Maybe I will tune the initial open loop cycling valve map, in this case I would like to emulate the chip (e.g. witn an Ostrich 2.0 - Moates). I have an xdf file posted years ago by Porken (rennlist). Maybe you have the same. Othewise, if you want, I can send you this one in pm for validation before sharing to everybody.

About the 10% of changes between early and late KLR, I remembered something like that. Thank you again for your investigations.

That's interesting about the restrictor. There's a maximum duty cycle for the CV, as for all solenoids. IIRC it's capped at 90% in the KLR code, although some of the map cells try to go higher than that. So the restrictor might have been to squeeze out a little bit more range.

Please do send me the xdf. I have seen the maps he posted on the other forum but never really paid much attention to the actual xdf files. The maps look correct so I know he had the right locations. IIRC he identified a third one but didn't know what it was - that one is the gain map for the boost control algorithm, not changed between model years and there's probably no good reason to change it.

pm sent. The third map remained as a mystery for many years. So, if I well understand this map is used for the PID regulation.

Got thanks. Yes that's exactly right about that map.

One thing about the boost/cycling valve maps is that the rpm axis is not evenly spaced. I don't know if Tunerpro can handle that, I don't really know much about it. But the rpm values are much closer together in the low/mid range where the boost has the most curvature (I suspect that's why they did it this way).

Also if it helps , a decimal value of 193 is 100% duty cycle for the cycling valve in that map.

The other rpm-based maps are very slightly documented here: https://jhnbyrn.github.io/951-KLR-PAGES ... tants.html

I didn't include their literal locations or values because I was more interested in explaining the code that reads them at the time. But there's a brief description of what each one is for. I think the one I described as "throttle position threshold for knock control" is the one that changed in the '89 code.

I'll document these in more detail eventually, but honestly I doubt there is anything to be gained by changing them. I think these are things they experimented with during development and the values they left us with are probably optimal.