TOMMYFD

External pull-up resistor not needed for the temp if to be connected to AN Temp.

Have you confirmed the sec/pri flow ratio is correct by switching between 0% and 100% in the staging table?
Assuming that is correct then just reduce your staged injection accel fuel until you get the smoothest transition possible, dont worry about the lambda so much, but more the feel.   
Also, (not related to staged injection) you should put non-zero values in your accel cold correction table as you have no accel fuel at all right now.  

Thanks a lot Vaughan very helpful so i dont need to do anything just increase my fuel pressure. Thanks again.

Closed Loop Lambda means it can constantly correct for variations between the tune and reality but is not required.

Fuel table specifies the Volumetric efficiency, volumetric efficiency is used to calculate mass of air entering engine, lambda target and stoichiometric ratio is used to calculate desired mass of fuel, desired mass of fuel is converted into an injection pulsewidth taking into account fuel density, injector flow rate at a specified pressure and the current differential pressure.
if you have a specified flow rate at a particular differential pressure you can calculate the flow rate at a different differential pressure and the ECU does this calculation automatically when set up correctly.

don't change your fuel map, your fuel map in modeled mode is Volumetric efficiency which isn't affected by fuel pressure. If Fuel system type is set to fp sensor you don't need to make any changes when adjusting fuel pressure.

don't need to change any settings, modelled mode with fp sensor does all the calculations required to deal with different fuel pressures.

Little hard to tell with the lambda reading being delayed from the change in injection but you could try extending your Staged Injection Accel Fuel value from 3 injection events to 6 and then take another log to see the difference.

Attach a log and a copy of your tune

Other than changing the accel fuel in the staged injector setting to 5, were there any other changes to the tune file you posted before? If so, post that up too.
The reason you're hitting the injector duty cut is because in your log you're pushing >84% on the primaries at the stage-in point, which is what that cut is set at (under fuel main, "injector duty cycle fault value"). You can raise that cut, but since it's already pretty high I wouldn't recommend that. Instead since you're pretty much maxing out the primaries at the MGP you're staging at, I would adjust the secondary staging table so the secondaries stage in earlier, and a bit more abruptly (i.e., a steeper ramp-up to the full 62% you've got). Maybe try setting the 14.5psi MAP cell to about 20~30%, and the the 17.4psi MAP cell to your maximum 62%, and then do an interpolation for the cells in between those two cells.
 

Ok, so it looks like your core problem is you've got your "accel fuel" under the staged fuel settings set to zero. Not being familiar with the G4X, I had to read the help file as they do it a little differently than in the G4+ which needs you to specify an "accel fuel" and "accel time" figure there. AdamW or one of the Link reps can give you better advice, but I'd probably start with a smallish non-zero number like perhaps 5 or 10 for your "accel fuel" under the staged fuel settings, take a drive, and see what it looks like in the logs. If it's still spiking lean at the secondary transition, increase your "accel fuel", if it spikes too rich at the transition, reduce it.
Also, make sure your primary/secondary ratio is set correctly to match your pri/sec injectors.

That depends, how lean and for how long?
At any rate, it sounds like the transition into the secondaries needs a bit more tuning. Post up your current tune and a log of it transitioning into the secondaries so we can give you better advice.
I'm familiar with the G4+, but I would imagine the G4X is similar. If it's a short duration lean spike just as the secondaries are coming online, it sounds like you'll need to tweak the "accel fuel" and "accel time" settings under the staged injection section (at least that's where it is for the G4+). In this case, "accel fuel" is a fuel enrichment added to the Primary Injectors (separate from the normal accel fuel enrichment) just as the secondaries start staging in, and "accel time" is an amount of time that enrichment via the primaries stays active, which I think is measured in engine cycles. The idea being that secondary injectors are not physically mounted where the primaries are, so there's typically a lag time before fuel flowing from the secondaries can influence the AFR/lambda. The temporary enrichment via the primaries (accel fuel & accel time settings) work together to compensate for that lean dip.

Correct, you just want the -20 in there while doing the timing check.  You can right click on the table then do >im port/export>export to file to save a copy of the table before doing the calibration, then import it back in afterwards.

It sounds like the parameter config may be messed up.  Try this:  
 

Yes, it would be basically the same as my first example above.

Attach a log and a copy of your tune please

SPWA can be positive or negative.  What you are telling the ecu is how much longer you need to open the injector for to acheive the quoted volume/flow.
Below is an example.  I have ploted two lines on the graph of flow rate Vs effective PW.  Blue "ideal flow" is what the injector should flow if it were perfectly linear (straight line).  The orange line is what it actually flows in real life when tested on the bench.  
You can see for example at 1.00ms PW, the measured flow line is above the ideal flow line (injector is flowing more fuel than it should), so in this case the ECU would have to reduce the PW to get the ideal flow (negative SPWA). 
Then at 0.50ms the measured flow is below the ideal flow, so at this PW the ecu would have to increase the PW to achieve the ideal flow (positive SPWA).

Definitely worth using it since the suppllier provides that info.  The data you need is already formatted ready to copy and paste straight into the ecu in the Link section of their library:  https://help.injectordynamics.com/support/solutions/articles/4000074340-link-engine-management 

I'm running the same ID1050XDS & 1700 injectors in my FD, but with an older G4+ Fury ECU. I got my short width pulse adder table & 3D voltage/fuel pressure vs. dead time table data directly from Injector Dynamics - here's the contact info: http://injectordynamics.com/contact/
Tell them you need data for the G4X, they were very helpful to me when I had to do this last year. Not sure if your G4X would get different data from my G4+ has, given the same ID injectors, but if ID can't help you out, shoot me a private message here and I can share my tables.

yes just run a resistor between the 5V going to the sensor and the temperature sensor signal wire

Thnks a lot man for your help.

Any DI input, which turbo sensor is it, does it have it's own internal down sampling and how many blades does the compressor of your turbo have? G4X DI inputs are stated as being capable of reading up to 10kHz on the DI pins.

Should work perfectly, they have down sampling such the output is 1/8th of the input so with a 9 blade compressor you should be good to at least 10,000Hz / (9/8) = ~8900Hz = ~530,000RPM

You will need to run new wires back to the ecu, the original pressure switch wire only went to the dash warning light, not to the ecu.  

‘It mighth be other possibilities but as far as I understand and guess I see at least these two:
the top one is the way Adam guess it. He is probably right but it needs to be checked.
the second one is a possibility. If it’s the case if you connect one end to the ground you will toast the switch if no fuse are on line..
I would connect the switch in a battery and check if 12v is present in any of the NC contacts and looking at the diagram I would test all four pins to make sure what is what.. if nothing is found then Adam is most probably right. To confirm you switch to ohmmeter and check the NC and NO pins, then actuate the switch and check the status has changed.
I hope I’m clear enough :/