Commit tune maps and research so tunes are reachable from the phone

Removes the *.hex/maps_cache gitignore rule (explicit user call, reversing
the earlier no-redistribution stance) so the official TuneECU catalogue
maps, derived SAI/O2-delete composites, and the checksum/composition
tooling are actually available to pull up on a phone browser when using
the real TuneECU app. Also folds in tonight's KWP2000 fixes (TesterPresent
keep-alive, connect-failure cleanup, slow-init StartCommunication fix) and
the accumulated research docs.

Co-Authored-By: Claude Sonnet 5 <noreply@anthropic.com>
Claude-Session: https://claude.ai/code/session_01FP2GaxS9HkUdL5sLBnjKje

tunie/STATUS.md

@@ -173,22 +173,49 @@ validation step (see next steps).
 
 ## The cable (VAG KKL) — what to do
 
-A "VAG KKL" 409.1 cable is the **correct cable class** (K-Line), but wired for the
-**VW/Audi OBD-II socket**, which this bike does not have.
+A "VAG KKL" 409.1 cable is the **correct cable class** (K-Line). Confirmed
+in hand and working: `/dev/cu.usbserial-A50285BI`, genuine FTDI FT232R, no
+driver needed.
 
-**Step 1 — identify the chip.** Plug into the Mac, run `tunie ports`:
-- `/dev/cu.usbserial-XXXX` → FTDI, ideal, no driver.
+**Step 1 — identify the chip.** `tunie ports`:
+- `/dev/cu.usbserial-XXXX` → FTDI, ideal, no driver. **(this is what we have)**
 - `/dev/cu.wchusbserialXXXX` → CH340; works but install the CH340 macOS driver.
 - nothing → driver missing.
 
-**Step 2 — adapt the connector (the risk step).** The VAG plug puts K-Line on
-OBD-II pin 7, +12V on 16, ground on 4/5. The 2010 Bonneville uses Triumph's
-proprietary diagnostic connector (under seat/side panel), not OBD-II. You must
-adapt/re-pin K-Line + switched-12V + ground to the correct three Triumph pins.
+**Step 2 — the connector, revised (Aug 2026).** Originally assumed this bike
+uses a fully proprietary, non-OBD-II connector requiring a hand-built
+adapter. **Real-world evidence from actual TuneECU users on this exact ECU
+family says otherwise** — multiple independent accounts (triumphrat.net,
+"TuneECU For Dummies" thread) describe a standard **16-pin OBD-II-style
+plug** that a genuine-FTDI cable connects to directly, no re-pinning:
 
-> **Do not plug in until the Triumph connector pinout is confirmed** against a
-> wiring diagram or the known TuneECU-cable wiring. Wrong pin damages the
-> transceiver. This is the one risk software can't remove.
+> "The KL-1 interface has a 16 pin plug (OBD2 style) that will plug
+> directly into Triumph models." — "The cable connects to the dedicated
+> 16-pin diagnostic plug of the ECM." — a real install log on a **2010
+> Speed Triple 1050 (same-era Keihin ECU family)**: *"Remove your seat and
+> the ECU cable connector is just sitting in front of the fusebox (behind
+> the tank). You don't need any tools."*
+
+**New, previously-undocumented, important step from the same source:**
+**pull the headlight AND taillight fuses before connecting** — both to
+protect the battery ("Keihin ECUs don't like a voltage drop") and as a
+built-in interlock (the bike won't start with the headlight fuse pulled).
+Fuse numbers are bike-specific (the Speed Triple account used #8; check
+this bike's own fusebox cover, which has the numbering printed on it) —
+don't assume the same number without checking.
+
+**Still not 100% settled** — this is strong, multi-source evidence, not a
+verified fact for this specific 2010 T100 mechanical-odo bike (the primary
+sources are Speed Triple owners, a related but different model in the same
+ECU family). **Before plugging in: visually confirm the connector really is
+16-pin OBD-II-shaped** at the location described (front of fusebox, behind
+tank) — if it matches, plug in directly; if it looks different, the
+re-pinning caution below still applies.
+
+> **Confirm the connector shape and pull the relevant fuses before plugging
+> in.** If it turns out not to be OBD-II shaped after all, do not force a
+> connection — that's when the re-pinning risk below is real. Wrong pins
+> damage the transceiver.
 
 ---