Warchild

Yep, will do R32-R34

Please do the trigger scope so I can confirm the set up.  Cranking or idle is fine.

You have a lot of trigger errors in your saved map so something is not right.  Can you attach a triggerscope of it cranking.  
 

Are all the cam sensors 3 pin or do you have 3 pin on the intake and 2 pin on the exhaust?

for double AVCS, you need to refer to the Subaru EJ Dual/Quad AVCS note in the help file, look at the required inputs and outputs on shuffle the wires around on your ecu to match that.

The rich problem is due to battery voltage.  In the log below the pink traces are a good start and the coloured traces are the rich cold start.  You can see where the cursor is the effective PW is about the same, but the Actual PW is very different, this is because the battery voltage is showing 10.89V Vs 13.96V so a longer deadtime is being added.  
I dont think this battery voltage is real due to how it is such a sharp step when it jumps back to normal.  Looking through your tune you have pretty much used every table so Im suspicious you may possibly be running into some processing limitation.  
I would first try updating to the latest firmware.  If that doesnt solve it I would then try temporarily turning those 6 ign trim tables that are doing nothing.  

 

IAT should go to Temp 4 on the left hand expansion plug.  Lambda goes to the grey circled one.

This may help too:

It needs to be connected to one of the CAN ports.  A CANJST cable and possibly the extension is the easiest option, or you can make your own if you have a crimp tool for JST and DTM connectors. 
Set-up instructions are in the help file page:  G4+ ECU Tuning Functions > CAN > Device Specific CAN Information > Link CAN-Lambda.
https://dealers.linkecu.com/ADA_2
https://dealers.linkecu.com/ADA_7
 

Connect 1 pin to an AN Temp input and the other to sensor ground.  Use calibration NTC1-8 & IAT1-8

Most commonly backfiring on overrun is caused by a leak in the exhaust system somewhere near the front, it will suck in air when exhaust flow is low which gives enough oxygen for combustion.  
Put your hand over the tail pipe when it is idling to listen for leaks up the front.

Morning Guys. Just working on fine tuning my car, spend a lot of time and money replacing the whole fuel rail, injectors, intake manifold, throttle body, fuel lines, plugs, coils, the whole thing. I want to make sure the IAT trim table is set correctly? Thanks in advance for the advise and explanation if it is wrong. 2002 Subaru WRX STI. rotate mount turbo conversion, front mount intercooler, cold air induction, 1000 cc injectors, TGV delete. If you need more info, let me know!
 

Base map is not very safe, too much timing, attached a safe timing map fro you

There is a V7 base map in PC Link too.

Yes the resistor just needs to be fitted in series with each injector.
 

Note, you didn’t need to swap the wires, they can work either way around.  For your current problem it sounds like the error settings are possibly set up wrong. Check error low is 0.05v, high is 4.95, and the error value of 10% will do.

1) press x key to adjust axis scale
2) increase accel enrichment.  keep an eye on the max clamp  may need to increase as well
3) need to see stock wiring diagram to verify which style solenoid
4) scrape stock senor and wire in wideband
7) turn off decel fuel cut
8) sort idle control 

Hi, so sorry, My tables are 0 ?? So weird. I have a STI V7 to configure, can I use the V8 VVT, they are similar ?

Warchild,
I can tell you from tons of experience with the Subaru platforms that you will not want to use the factory "A/F sensor" to tune the engine.
As Scott said, they are not super accurate any where except for 14.7:1 AFR.
But with all the experience that I have with them, they are actually better than most OEM sensors.  They will read pretty accurate down to about 12.5:1 AFR.  Just about anything richer than that and it will just peg out at 11.14:1.
If you have any common sensor I would highly recommend a quality wideband set up.  Anything in the realm of an AEM UEGO, Innovative, Link CANLambda, Motec LTC, Ecotrons ALM.
Hope this helps.
Brad

PCLink Help gives an example of using a GP Limit table to control engine RPM based upon oil pressure. Have a read through of this and you'll see how something similar could be setup for fuel pressure.
PCLink Help > G4+ ECU Tuning Functions > Engine Protection > GP RPM Limit   The example is towards the bottom of the page.
Scott

Warchild,
If you use the modelled fuel equations and have the "Fuel System Type" set to "FP Sensor" then the ecu will automatically adjust fuel injector pulse width to compensate for falling fuel pressure. 
But adding an ignition cut or boost reduction via a GP limit for large fuel pressure drops would not be a bad idea.
 
Brad

Ok, here (quickly) are the steps you would normally take to set up the Knock detection system:
Make sure the ignition system is completely tuned. Set the knock gain to a value of 1. Select the correct frequency filter (we have covered this) Monitor the individual cylinder knock levels, adjust the gain until the max reading you get in the levels is approx 500. This is normally somewhere around high rpm and high engine load. Monitor the individual cylinder knock levels and adjust each cylinders gain until the cylinders all read evenly. Fill in each cell of the target table. Set the values to be 10% higher than the values you are seeing on the individual cylinder knock levels. Logging could be a helpful way to do this. Now whenever the knock level of a cylinder exceeds the current value from the knock target table, the ECU will try to retard the ignition timing for that cylinder to reduce the noise (knock) level. You can decide at what rate the ECU will retard the timing, and what the maximum level of retard can be. Benefits to having a quick retard and large maximum retard are engine protection. Benefits to having a slower retard and small maximum retard are the engine does not drop so much power.
Lets assume you have ended up with a setup like this:

At 50% throttle and 1500 RPM you are normally getting cylinder knock levels of 255, so you set the cell in the Knock Target table to 280. One day you lend the car to someone and they put a lower octane fuel into the tank. This causes the engine to knock lightly and produce cylinder knock levels of 320. The ECU sees this and retards the ignition timing until all affected cylinders (probably all of them) have a noise level less than 280 or until the Ign Retard Limit is reached.
Regardless of the cause of the higher cylinder knock levels the ECU will retard the timing in an attempt to reduce the levels to be below the level specified in the Knock Target Table.
One good way to view this is by logging on the Timeplot. Display each cylinders level and then then Knock target (threshold). This will allow you to easily see when a cylinder jumps up over the allowable level.
Scott

I havent studied your log in great detail but it looks like your main issue is the post start enrichment table is filled with -100% so that is taking all your fuel out after cranking enrichment ends.  Set post start enrichment to off for now.
free upload

Next step is to check the power and ground supplies to the solenoid. You can also check the output of the ECU with a test light. If you put the ISC output to test on the light should turn on.