Adamw

Yes, you should be able to find most info in the help file.  You dont need voltage vs temp, our cal tables will let you enter ohms and do the math for you.

 

Glad you got it sorted out Idris.  
But if you would like to get better information from the members of the forum, it would help if you supplied a bit more information with your questions.  
Different engine combinations sometimes benefit from different settings.  And with your rather vague post, there is not much to go on to give you good suggestions.
I hope this helps with your further posts on this forum.
Have a nice day.
 

Here is a diagram showing how it should be.

I rarely use the folder view, I normally find the search box easier.  So if I search "wheel" in you map I get the below list of parameters.  Although either will work, I would use the generic "LF Wheel Speed"  without the -DI** on the end.  

Sorry, I knew I would forget after the weekend...
Ok, so below is a list of what I can see are the main differences.  Most of it we can take care of with just settings changes to the ECU.  The 3 pins highlighted in orange are the one you need to take care of.
The injector/ignition drive differences I took care of by fudging the firing order in the software.  Attached is a map with most of these differences re-assigned and firing order modified.  The only thing I didnt bother to set up is fuel pump speed control since I dont know what model car you have and if you still have the FP controller.  The fuel pump will just run at full speed all the time with this map.

 
300Z Xtreme Plugin fitted to GTR.pclr

Posting a map and a log file of the issue will always help diagnose the problem faster. 

Does the DI3 AC request runtime turn green when you switch on the AC switch?

as per my previous post we already have it working. I will pm you the instructions later.

I can now confirm we that we have the Ecumaster EGT to CAN device working with any G4+ ECU.
https://www.ecumaster.com/products/egt-to-can/
I will aim to get some instructions and support files into the next release of PC link but if anyone wants to use one in the mean time they can PM me for set up help.

That looks to me like it is a Diesel MAP sensor as it only measures down to 50KPa, it wont be much good for a petrol engine.  Its quoted range is 50-400KPa.
ProductDetail.pdf

Msd tach adaptor pn 8920

The dealer needs to support the product that he sells.  He should be the one to get you the unlock code.
The reason the ecus are shipped locked is to prevent use if theft has occurred.   
If the dealer is not willing to supply you with an unlock code, you will need to email [email protected] and file a formal complaint with the head office.

Nope.  The PNP stop at 2007.  The GR chassis has a ton of CAN bus.

Yeah the TP Low limiter doesnt really mater but it is always good to have realistic settings for unexpected circumstances such as throttle stuck partially open etc...
 

Just in case you dont yet have a live ECU to connect to, attached is a Xtreme Base map that I have loaded into a ecu and enabled all 8 ign/inj drives.  I have also turned off some of the irrelevant stuff like gear shift control and VVT etc.
G4+ Xtreme Black V8 Sample.pclr

It looks to me like the DASH2Pro CAN stream sends "non-driven" wheel speed so your setup above should have worked ok.  No harm in trying what Simon suggests though and assign both driven and non driven to the same wheel.
Also check in the Dash2Pro config that the speed display is looking for "non-GPS" speed:

 
In the Dash2Pro CAN config, make sure the ECU speed channel is enabled and also make sure you dont have more than 15 channels enabled:

 

Any of those listed work well, at present there are a few bugs in the new AIM's CAN but nothing major and we can work around it with a slightly modified CAN stream (oil pressure reads 1/10 actual for instance.)  I personally like the AEM as all screens are fully customisable, with the MXS you can display whatever info you want but you are limited to a few preconfigured layouts.
The Plex SDM's are worth a look too.

Ok attached are a couple of files.  The .lcs is a configurable version of our "generic dash stream", it has been modified a bit (the 8 knock channels have been removed).  I have added DI2 status to the end of it so hopefully you can see how it is done. The .xc1 file is a matching custom CAN config for race studio 3.
The Link end I think is easy enough to work out by trial and error.  The AIM end is not quite so intuitive so I will post a couple of pics to explain the basics:
Click the custom CAN button, then import, then browse for the .xc1 file:

 
Once that is imported you can right click on it and select "open this custom can for editing" and you will get a screen like below with the whole message format showing.  If you look down at the last frame you will see the DI2 status that I have added.  If you double click on those DI2 bytes it will bring up an edit screen which is where you set the start bit, length, scaling etc.  

 
Have a play yourself, if you cant get it to work then reply here with the channels you need and I will try to set something up for you.
Configurable Generic Dash - modified with DI2.lcs
LINK_G4+ Generic + DI_@20170524_021339_007952.xc1

Around 4A continuous for Aux9/10.
 
We reports from a couple of users driving the S54 system reliably after removing 3 of the 7 springs.  There is one spring on the motor & six on the ITBs. 

They are quite similar so you will be able to make it work with some changes to the wiring.
From memory the main difference is because of the firing order, so injector drives 2,4,5,6 are on different pins and same with ignition channels 2,4,5,6. Most of the other differences are subtle such as the DI's for A/C, powersteer and a couple of the auxes which can probably just be swapped in the software.  I will have a closer look on Monday and confirm.  Remind me if I dont post back here on Monday.
 

You should be fine but you wont know until you try.  You wont have a "resolution problem" but if you may find that you have an erratic or weak MAP signal due to the cams and no longer gives a good indication of load.  If that is the case you can just change the axis on your fuel table to TP.
 
I think you might be confusing Absolute pressure with Gauge pressure.  If you use MAP (manifold absolute pressure) then full vacuum is zero.  If you use MGP (manifold gauge pressure) then zero means atmospheric pressure, negative means vacuum and positive means boost.  Our general recommendation is to use MGP as it compensates for changes in altitude or baro better.  A fuel table axis like the example below would be a good starting point.

It can be done.  It would be best to request it at the time of order then it doesnt need to be shipped back to us for modification.  Note if you contact tech support we will also give you the circuit required to get the TP out signal from the Thunder to make the GTR Attessa work.

It is perfectly fine to load the plugin base map into the Monsoon.  As b3tuning says above you will just have to make sure the inputs and outputs are mapped out to suit your wiring.
 
 It is the opposite in the case - the Monsoon is one of our low cost ECU's with restricted I/O and features.  The Xtreme has much more going on but I cant think of any major functions that arent going to transfer over fine.

The AEM 0-5V output wire can be connected to any spare analog input on your monsoon.  You will need to check in your map but most likely you will have AN Volt 4 or AN Volt 3 free (pins shown in pink below).
If your wideband device also has a "signal ground" or "analog ground" then that should be connected to one of the green ground wires in the pic below. 
Yes your AIM dash can then be set up to display Lambda or AFR over CAN.  Depending on how old your dash is you might need some help from me to do you a custom CAN stream to get it to display the right units.   Get your wideband connected first and we'll cross that bridge if needed.

As steve said, you could try moving the vac line for the fpr from the num 4 runner and tap into the vac line on the bottom of the plenum that would go to the bov on the stock car.
But in all honesty, I would 100% revisit the entire fuel map.  It looks like the rocky mountains.  Out of all the subarus I have tuned, I have never had one with a fuel table that looks like that.  
There are some instances, with some cars, where you will have to have a ton of variance from one rpm/load site to the next to keep afr stable.  But that is typically for high compression/large cam N/A cars.  
Also, why does your throttle only go to 80% FP until you get to 5k rpm?  It is set up like that in the e throttle map.