plox

I didn't see the wheel speed but that makes more sense. My gtr idles perfectly fine at 900rpm (but is all factory, no e-throttle etc.) so I wonder if the higher idle target has been set up to counter the wheel speed not working.
Subaru on the other hand with e throttle has idle target error as Adam mentioned in 2

and your e throttle table looks to have 2 in the top row, with a jump below 1500 in the 4 cells highlighted

 

I would say the main problem is the ISC speed lockout is set to "Driven wheel speed", then under speed sources you have the driven wheel speed source set to "Average rear wheel speed", but there are no rear wheel speed sensors assigned, so the speed lockout will never work.  This means closed loop will start winding the throttle closed anytime you are in overrun, then when you push the clutch in the throttle is too closed so the RPM drops and stalls. 
I suggest changing both driven and non-driven wheel speed source to "LF wheel".  Set ISC speed lockout to 10kmh.  A couple other changes I would suggest:
Change idle ign control AP lock out to 0.8%.   I would typically have idle target error on the axis of the idle ign table - not engine speed.  It should work ok as is provided you never want to change idle speed. E-throttle target table will probably work better without the big change in target below 1500RPM.  I would generally have the same value right across the whole top row - unless you have an engine which is slow to return to idle then I sometimes have a smaller target above say 1500rpm.  

Log would answer this but what does it idle at and is it lumpy?
Ignition idle control reduces timing at 1200rpm and idle control is set for 1150rpm with 100rpm deadband (idle control isn't doing anything between 1050-1250) so it could get into situation where it's reduced timing and idle control isn't doing anything to correct it (Adam may know better).
Idle seems to be set kind of high, if you're happy with this you could try change ignition idle settings to:

or bump up anti stall gain slightly and see what effect it has.

You are correct, I rarely bother with two seperate fuel tables with switched cams as generally once you find the ideal switch point you leave it alone.  I generally get a rough fuel and ign map into it, do a power run with cam on and off to find the best switch point, set that up then tidy the map up around the switch point, sometimes you need to add another row or column if VE changes drastically.  
Two seperate fuel maps would be good if you had to regularly change the cam switch point for some reason - say for instance if on a certain track it needs to be changed to get around a problem shift point or similar.

4 pin DTM plug (the part with socket terminals) part number is DTM06-4S
4 pin DTM receptacle (the part with male pins) is DTM04-4P
You probably want stamped and formed terminals rather than the solid contacts that are shown in the MSEL link above if you only have a cheap open barrel crimp tool.
Stamped and formed pin is 1060-20-02**
Stamped and formed socket is 1062-20-02**
** = 22 for Nickel, 44 for Gold.
There is a worldwide shortage of DTM's at the moment, if you cant find them also look at the Amphenol ATM series, fully compatible/interchangeable with DTM

Yes your are correct, the CAN Data line needs the 120ohm resistor on the end of the data line, unless you have a module at the end of line that has a terminating resister included.  i think we may be talking about two different things.  I had to put a capasitor in on the power\ ground supply for the lamda module.  it was showing connection issue faults without it.  
 
Thanks for the links to the plugs and pins

The Std Bosch NTC cal is correct for this sensor, you do not need to do a custom cal.  
What input do you have it connected to?  Internal pull-up?  Is the sensor tip close to the oil flow?  

Sweet I'll give that a go and report back here to confirm
I got it as part of a package and the dash was more of a bonus that I'll sell at some point. Mates going to test it in his car
I've ordered a GaugeArt Can Gauge

That is correct.