Adamw

One pin connected to sensor ground, the other to the AN Volt with pull-up.  

You will have to pull the sprocket off to see what is wrong.  The dowel and cyl 2 lobes should be pointing upwards.  It could be a sheared dowel or some other assembly issue.  

Yes we will have some DI's with adjustable thresholds in a future ECU, but all our current ECU's have the thresholds set by hardware.  

Yes we will have some DI's with adjustable thresholds in a future ECU, but all our current ECU's have the thresholds set by hardware.  

It will be fine, the CANTEE is designed for exactly what you are doing.  
You are correct in that the main trunk should be twisted pair, but the stubs dont need to be.  The "maximum stub length" of 200mm which is in some of our documentation, im not sure where that originally came from but I've seen a few variations of that "rule".  For example the common CAN standard ISO11898 quotes 0.3M max stub for a 1Mbit bus.  Some standards instead use a calculation based on propagation delay and when you work through the calculation they often end up giving max stub length results of >1.5M for a 1Mbit bus, so I suspect in many cases it is not all that critical.  The reason for the stub length restriction is stubs are not terminated so you can get signal reflections that will bounce the voltage above/below the thresholds causing "bits" to be seen that arent actually there.  However, CAN has a very robust error checking and validation routine so these errors will not make any difference to the received data - just some devices will report the error on the bus so all devices will reject the message with the error and make the sender resend it.  I quite often end up with stubs longer than 500mm for things like curly cords to steering wheel controls etc and have never yet seen any obvious negative effect.

There are 4 different tests that the fault status relates to, but usually if it is showing a fault when the aux is inactive it means the voltage on the aux pin is less than 2/3 of battery voltage - ie there is some resistance to ground in the circuit attached.   

Go into the GP input folder. 

Try the values on the help file page that I said to try.

In most cases error 54 will be a failed/contaminated/poisoned sensor. 
A quick explanation of how a wideband sensor works may help understand the terms "pump current" etc:
The main sensing part inside a wideband sensor is basically the same as you will find in a narrowband sensor, it is a ceramic material with a catalyst that generates a voltage relative to O2 content - but in both narrowband and wideband sensors this "Nernst Cell" is only accurate when the gas in the measurement cell is very close to stoichiometric - not useful on its own for wideband measurement.    So, for a wideband sensor they add an "O2 pump" to the side of the sensing cell, the controller then pumps extra O2 ions into or out of the sense chamber to maintain λ=1 inside the sense chamber at all times.    How much O2 the pump has to pump in or out of the chamber is directly related to the O2 content of the exhaust gas, the reported Lambda value that you see on the laptop screen is determined from the pump current that was required to keep the gas in the sense cell at stoich.  
"Excessive Pump Current" means the O2 pump is pumping as much O2 in or out of the chamber as it can, but the gas inside is not reaching stoich.  
If it is some sort of contamination, sometimes you can recover them by setting "Run when stalled" to yes and leave it powered up without the engine running for half an hour or so.  

You've got no integral gain so you have no action to remove any long term offset.  Your part number is not one I have seen before, but I would try the PID values for the generic bosch in the help file page: Wiring Information > Output Wiring > E-Throttle > Specific E-Throttle Applications > Generic Bosch
 

In most cases error 54 will be a failed/contaminated/poisoned sensor. 
A quick explanation of how a wideband sensor works may help understand the terms "pump current" etc:
The main sensing part inside a wideband sensor is basically the same as you will find in a narrowband sensor, it is a ceramic material with a catalyst that generates a voltage relative to O2 content - but in both narrowband and wideband sensors this "Nernst Cell" is only accurate when the gas in the measurement cell is very close to stoichiometric - not useful on its own for wideband measurement.    So, for a wideband sensor they add an "O2 pump" to the side of the sensing cell, the controller then pumps extra O2 ions into or out of the sense chamber to maintain λ=1 inside the sense chamber at all times.    How much O2 the pump has to pump in or out of the chamber is directly related to the O2 content of the exhaust gas, the reported Lambda value that you see on the laptop screen is determined from the pump current that was required to keep the gas in the sense cell at stoich.  
"Excessive Pump Current" means the O2 pump is pumping as much O2 in or out of the chamber as it can, but the gas inside is not reaching stoich.  
If it is some sort of contamination, sometimes you can recover them by setting "Run when stalled" to yes and leave it powered up without the engine running for half an hour or so.  

For the press/temp sensor, there is AN Volt 3 and AN Temp 2 and a sensor ground in the MAF plug, so that would be an easy option, there is no 5V in the MAF plug but you could run that from the expansion or get it from the AC pressure, PS pressure or Throttle position sensor. 
For the mac valve you connect 1 wire to an ignition switched +12V source and the other to an aux output.  A convenient connection option would be one of the original front oxygen sensor plugs, these have an aux and 12V connection already there under the car.      

Yes.

The ECU has little interaction with the OEM dash so it should be reasonably straightforward providing the original cluster wiring is still there and not hacked up.  The ecu sends a tacho signal to the cluster is about the only interaction and this is still likely set up in the ecu.  

In most cases error 54 will be a failed/contaminated/poisoned sensor. 
A quick explanation of how a wideband sensor works may help understand the terms "pump current" etc:
The main sensing part inside a wideband sensor is basically the same as you will find in a narrowband sensor, it is a ceramic material with a catalyst that generates a voltage relative to O2 content - but in both narrowband and wideband sensors this "Nernst Cell" is only accurate when the gas in the measurement cell is very close to stoichiometric - not useful on its own for wideband measurement.    So, for a wideband sensor they add an "O2 pump" to the side of the sensing cell, the controller then pumps extra O2 ions into or out of the sense chamber to maintain λ=1 inside the sense chamber at all times.    How much O2 the pump has to pump in or out of the chamber is directly related to the O2 content of the exhaust gas, the reported Lambda value that you see on the laptop screen is determined from the pump current that was required to keep the gas in the sense cell at stoich.  
"Excessive Pump Current" means the O2 pump is pumping as much O2 in or out of the chamber as it can, but the gas inside is not reaching stoich.  
If it is some sort of contamination, sometimes you can recover them by setting "Run when stalled" to yes and leave it powered up without the engine running for half an hour or so.  

You could use the external E-throttle module which requires Aux 1&2 or Aux 3 &4 (you can shuffle tacho or fuel pump to another aux to free up the correct pair), and you would need 2 spare AN volts for the pedal and 1 extra for the TPS sub.  You should have enough - there is AN Volt 9 & 10 on the expansion as well as AN Volt 2 & 3.  
Or the other option would be to return to Link to have aux 9 & 10 wires added and they would add a couple of extra analog inputs at the same time.  The external module would not be required.  
Both options would work out around the same cost - the 2nd option would give the advantage of slightly less wiring work and a couple of extra inputs and outputs.  

Vaughan has taken a couple of days off so he may not reply here until next week.  I think he stuck with the grey plug loom in his stagea probably as that's just what it had.  He knows the platform well though so I suspect he should be able to give a bit more info on how easy or difficult it is to fit a blue plug loom into one of those cars.  

Channel ECU_MGP (Manifold Gauge Pressure).

I just noticed you had traction limit status logged so that looks ok.  I would add dwell, trigger error counter, ign & fuel cut, to the log set.  Increase diff fuel pressure logging rate to say 50Hz to get a better idea how bad that is.  You can probably remove fuel press, aux 6 & aux 8 from the log set to gain a bit more bandwidth.  

It is your idle ignition turning on/off due to the RPM lockout.  Be aware the idle ignition lockout uses actual RPM whereas the normal Idle speed control function uses RPM above target, so it needs to be set above your normal idle RPM.
I would set the Idle Ign RPM lockout to about 1400RPM and the MAP lockout is a bit close to being breached when cold so I would increase that to 70Kpa also.  
And, as per Kris' suggestion, the idle ign table could be much more aggressive, I didnt look at his adjusted map but I would typically run zero error timing around 10deg so you have lots of torque in reserve and ramp in about an extra 10deg per 100rpm error.  

The trigger looks fine, it has an aftermarket 24 slot disk in it so you will need to determine the offset with a timing light.  You only get a trigger error counter increment just as you stop cranking which is not unusual or anything to worry about. 
As jdniss states, you need to enter the correct injector flow rate.  
 

Adjust the master fuel value to get the mixture somewhere in the ballpark.  

Make sure the module base also has a direct path to engine ground, if it is mounted to the chassis then run a good-sized wire from the module base to a cyl head.  Make sure it has suppressed HT leads and resistor spark plugs (OEM stuff should be fine).  

I dont see why it wouldnt work correctly like this:

Correct, you only need enough ground pins connected to cover the max current with adequate voltage drop and heat.  High impedance injectors are usually less than 1A each so its usually Auxes, DBW and Lambda that are the bigger considerations.