Adamw

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.  

Ok, so it is not a gauge issue in that case.  Is the voltage on the gauge and ecu changing when you rev it or turn headlights on etc or is it fixed at some static value?

It sounds like you potentially have an early G4X which had a USB circuit that seemed to be more sensitive with certain laptops.  The USB circuit was later changed which helped in most of the troublesome cases.  I would suggest you contact [email protected] with your ecu serial number etc and a note that you are having comms issues and they can advise if it is an early one that needs to be updated.  They have an upgraded tuning cable also that may help.  

Here is a quick video showing how to set up the connection: https://1drv.ms/v/s!AiYbYlZQuRHPxSh4fEj7PSJbW2lG?e=Pll1MT

Yeah, there are not too many easy options with AWD systems like the Evo.  For straight-line type racing or launching it is more common to do some sort of open loop power management based on some predetermined curve of maximum possible wheel speed acceleration vs time or speed. 
I have seen LIDAR or RADAR and even fifth wheels used in some applications.  
The G5 would likely be able to do closer to traditional slip based TC using its "GPS".  The G5 uses a high speed GPS with sensor fusion and dead-reckoning which should remove most of the typical lag from GPS reported speed (not fully implemented or tested yet).   

Most likely your control is poorly set up, if you attach a copy of your tune and a log we may be able to give you some guidance. 
 
You are misinformed.  The lambda controller in the Fury is a Bosch CJ135, their most feature rich digital lambda chipset.  There is no response speed difference between the 4.9 and the ADV sensors that I have observed.  The 4.9 has about 3 times better accuracy and 3 times less pressure sensitivity over the ADV.  The  only two advantages the ADV has is quicker heat up time and a slightly higher temperature rating on the hex.

 
I dont follow what you are saying here.  Can you give us a screenshot to explain or perhaps describe the steps to reproduce the problem?  I spend a lot of time helping many different users with gear shift control and I dont remember seeing any odd behaviour in tables. 
 
Again this sounds like a setup problem with one of the fundamentals.  If you require different PID gains at different pressure set points then this means your system is non-linear.  PID control relies on the system response being linear over the range that you wish to control, this is not a requirement specific to Link ECU, it is the fundamental "golden rule" of any PID control.  What a "linear system" means in relation to boost control is for a given % change in solenoid duty cycle you should get approximately the same boost pressure increase regardless of whether you are at low boost pressure or high boost pressure.  Obviously a perfectly linear boost control system is never going to happen in real life as there are many variables working against you - solenoids have deadtime, increasing back pressure, variable mass flow and EGT, wastegate flow restrictions etc... But, what Im trying to say is if a single set of PID variables cant give you stable control over the range of pressures you wish to run, then there is an issue causing a large change in response linearity in your system.  That could be plumbing related, incorrect solenoid frequency or some mechanical or airflow limitation of the system.  As an example, if say increasing the duty cycle by 5% increases boost by say 30Kpa when you are running on the lowest boost setting, then you also want a 5% increase in DC at the highest boost setting to give an effect of about 30Kpa.     
 

Take a look at the WRX11 base map, the charge temp table in that was reasonably well calibrated, it was a JDM sti with the air temp sensor in the manifold next to the throttle body.

It will work.  MGP would be the recommended option though. 

DI engines yes, but it is rare to see anything but 1.0 lambda on any modern port injected engine as NOX goes through the roof.  With DI they generally use a stratified charge type strategy - basically they have a non-homogenous mixture inside the combustion chamber, so the overall average air to fuel ratio is lean, but the mixture in a localised area around the spark plug is richer to support good combustion initialisation.
You can often go a little leaner than 1.0 with port injection, however for that to translate into better fuel economy you need to reduce any possibility of lean misfire to the bare minimum.  The ignition system needs to be powerful enough to support a large spark gap (higher voltage), injector atomisation, spray pattern and alignment etc needs to be near ideal, cylinder to cylinder air and fuel flow balance needs to be very close, and the ignition curve needs to be well optimised.    
 
 

The Evo doesnt even have CAN bus so the above is irrelevant.  
The manual for your ecumaster device shows how to wire them with ABS still working on page 23. 

You dont have CAN Aux 1-4 assigned to anything in your map so they will be outputting a "2" via CAN.  When you set it to test they will be outputting a 1.  
So most likely the ECU master device considers anything >0 to be "on", so you wont see any difference between the two states that the ecu is sending and the switchboard wont handle "Off" or "Fault" statuses correctly. 
If you actually assign CAN aux 1-4 to the function you want to use them for then the inactive/active states will at least work correctly.  
 
 

The knock control doesnt have any cylinder tables assigned.  There is a trigger error but not too many clues as to the reason.  I would start by doing a trigger scope at about 4000rpm to see if that shows any issues.  If nothing is obvious in the scope, then since the error occurs at max boost around peak torque I would say it is likely related to noise from the ignition system getting in somewhere.  

I probably should have named that PDM config something different, I have seen RS3 overwrite changes in configs with the same name before.  It looks fine at my end so I suspect it must be getting overwritten at your end when you import it. 

He means if the default settings of the ECU master device may be suitable without having to reconfigure it with the USB to CAN device.  I had a quick look and it probably would have worked with the default settings with some fudging at the Link end to scale the speed correctly.  But there are a couple of default settings that possibly arent ideal such as the arming threshold is 1.5V so you will get a better result with the USB device.  

Yes, that is the only setting you should see in the CAN setup and ecu CAN direct to dash should be ok.  
With the instrument cluster unplugged but ecu connected and ignition on, what voltage do you have on pin 9 & 10 (measured to ground) in the main dash plug?

You dont have CAN Aux 1-4 assigned to anything in your map so they will be outputting a "2" via CAN.  When you set it to test they will be outputting a 1.  
So most likely the ECU master device considers anything >0 to be "on", so you wont see any difference between the two states that the ecu is sending and the switchboard wont handle "Off" or "Fault" statuses correctly. 
If you actually assign CAN aux 1-4 to the function you want to use them for then the inactive/active states will at least work correctly.  
 
 

You dont have CAN Aux 1-4 assigned to anything in your map so they will be outputting a "2" via CAN.  When you set it to test they will be outputting a 1.  
So most likely the ECU master device considers anything >0 to be "on", so you wont see any difference between the two states that the ecu is sending and the switchboard wont handle "Off" or "Fault" statuses correctly. 
If you actually assign CAN aux 1-4 to the function you want to use them for then the inactive/active states will at least work correctly.  
 
 

Ok a basic example is attached.
Fuel pump and 2 fans set up in ecu as virtual aux 1/2/3.  These will be received into the PDM as CAN function 1/2/3.
Keypad buttons 3 (map switch) & 4 (launch arm) are received into the ECU as CAN DI 3 & 4.  I have set these up in the ecu map to enable the 2nd boost table and launch control.  Button 5 is set up as a 4 position switch, this will be received into the ecu as CAN AN V5, I have put this on the 2nd boost table axis to adjust through 4 different boost levels.  Obviously unlikely to need the 2 boost tables and 4 different levels but these are just examples so you can see different possibilities.  
 
mazda w PDM.pclr ASM example.pdmc

Im not sure what is causing the crash, but here is a quick video showing how I normally work.  Let me know if it still gives you problems and I will ask one of the PDM guys to reach out.  

PDMLink_YLq3FY5vDD.mp4

Im not sure what is causing the crash, but here is a quick video showing how I normally work.  Let me know if it still gives you problems and I will ask one of the PDM guys to reach out.  

PDMLink_YLq3FY5vDD.mp4

Yes you can send virtual auxes etc to the PDM to trigger fuel pump or fans etc.   The G4+ is pretty limited in what Analog inputs it can accept over CAN.  Oil & fuel Press, Exhaust press and 8 lambdas and 8 EGT's I think are the only ones that will work natively just like a hard wired analog input.  There are 8 generic "CAN analog" inputs but these cant be labelled or have units applied etc so they are less useful than a normal analog input.  You can still use them in virtual auxes and on table axes etc but you need to remember that "CAN AN V1" is the boost knob or whatever.   I dont see a way you could get oil temp to work in the PDM, or be received via CAN into the G4+.  The CAN DI's are more flexible, you can do most stuff a normal DI can do, there are some limitations and I dont remember them all so have a go at doing a dummy setup to confirm you can do what you want.  I will attach the list of inputs the G4+ can receive via CAN below FYI. The other limitation to know about is G4+ can only send out specific PWM functions via CAN.  From memory only Fuel pump speed control and boost solenoid.  You couldnt for example have a GP PWM table for fan speed in the ecu and send that out to the PDM.  For simple stuff you could however send say ECT to the PDM and have it vary fan speed based on temp or whatever.