Adamw

I just had a quick look at your log, you have way more fuel being dumped in than I would expect, assuming the fuel is petrol.  You have 11ms pulse width in the first cranking attempt, then 16ms in the 2nd.  
Comparing to a log of a cold start from our FD, that only briefly reaches a max of 8ms during cold cranking and that only has 850cc primaries from memory.  So you have at least twice as much fuel going in as our car.   Normal idle PW is about 1ms for reference.  
You have accel fuel adding extra fuel while cranking due to incorrect set up, so turn that off for now or copy the settings from our S6 base map.    Fix the exaggerated fuel table numbers that you have around 100Kpa, <1000RPM where it will be working during cranking and drop the master fuel to about 7ms.  See if there are any signs of life with less fuel.  
Rotaries can be pretty fussy to start when the tune is a long way off, a squirt of ether often helps. 

Something like below would result in true (1) when the average of TC1-4 exceeds 800.

So many posts here so I might be asking the same questions that has already been answered.  Have you tried changing the trigger offset by 360?  
Can you do 2 new trigger scopes, one with the vvt solenoids unplugged and another with the solenoids plugged in but with the auxes active state set to high in the vvt settings.  

Sensor Gnd 12V Sensor supply Trigger 1 Ignitor Gnd Ign 1 Tacho 12V coil supply. Are the teeth on the chopper disc all the same size?  It looks like 2 might be shorter but maybe an optical illusion.

The important bit of info for whether the trigger is suitable is the "tooth" pattern on the chopper disc or slotted wheel inside the distributor.  So, attach a picture of this.  
Your wiring diagram is for a 4 pin distributor with a separate coil and separate ignitor, the 7 pin distributor in your pic has an internal ignitor and coil, so the wiring diagram is irrelevant to that.    

Im not sure if the lambda is reflecting reality in that log.  Assuming it is an AEM gauge, are you seeing similar lambda displayed on the gauge as shown in PC Link?
In the area it goes lean the injector PW doesnt change and neither does any of the metrics that represent air flow so it doesnt appear to be caused by the ECU.  Perhaps fuel pressure or something.  
Assuming the lambda is correct then it appears it needs less fuel for most of the log.
The high idle is probably due to the idle base position being too high.  Possibly the throttle is too far open if reducing the base position cant bring the idle down to an acceptable level. 

Is the other sensor removed/unplugged?  From memory the grounds are shared in the stock wiring so if you are using any of the original wiring you may have ended up with the two sensors wired in series.  Otherwise the only way two pulses could be generated is with two teeth or one long tooth on the cam wheel.  

Can you give us a log of it behaving "normally" with the VVT off.  The way it goes instantly lean at ~2700 looks more like a misfire rather than tune related.  The increase in Inj PW through that range appears to be proportional to TPS and the fuel table value so there shouldn't be a sudden change in AFR. 
I dont see any relationship to vvt in this log.    

No this is an OBD2 protocol device only as far as I know.  OBD2 is a request/response type communication, there isn't data continuously broadcast.  So for example to get lambda from this device, the "Scan tool" needs to first request it, in human language it would look something like this: "hello, Im a scan tool, ECU #6, please send me the current 02 data for sensor #2", the gauge then responds with just a single data point for that specific request and includes confirmation of what device it came from and what it represented.  If you want a continuous stream of data you have to keep requesting it again and again - and you cant make a request until the previous data has been received.
You could probably make it work with user streams by sending out a constant request, but the nature of this protocol is slow, probably less than ~10Hz at a guess so you would be better to use the analog output for connection to an ECU.  The intent of the gauge is to be convenient to log alongside ecu data with an OBD2 based logger like HP tuners etc, it is not designed to send data to an ecu this way.  

There is currently no "virtual digital input", its been on the wish list for a while.  Last time we discussed it there were thought to be significant difficulties in implementing it - one of them I remember was there are very few shortcut keys left so PC Link would need a significant rework to have assignable shortcuts.  Your Space bar suggestion is already hard coded as "jump to active cell" for example.  We talked about other options like onscreen buttons etc but I think the consensus was it really needed a future version of PC Link.
The closest you could do at present is set up a DI, have its settings panel pinned/locked on every page and change the active state setting when you need to activate it, but I can appreciate that would not always be easy in a panic situation.

Need a copy of your tune.  And your scopes look like you clicked capture when the engine wasn't cranking.  You need to click capture when the engine is cranking. 
Fuel pressure and ECT are still both not working.

There should only be 7 wires, one of the cavities in the DTM8 has a cavity plug in it.  The colours are pretty much the same with the exception of white/green becoming just green and white/brown becoming just brown. Black is ground, which is the same as the old one.  

No this is an OBD2 protocol device only as far as I know.  OBD2 is a request/response type communication, there isn't data continuously broadcast.  So for example to get lambda from this device, the "Scan tool" needs to first request it, in human language it would look something like this: "hello, Im a scan tool, ECU #6, please send me the current 02 data for sensor #2", the gauge then responds with just a single data point for that specific request and includes confirmation of what device it came from and what it represented.  If you want a continuous stream of data you have to keep requesting it again and again - and you cant make a request until the previous data has been received.
You could probably make it work with user streams by sending out a constant request, but the nature of this protocol is slow, probably less than ~10Hz at a guess so you would be better to use the analog output for connection to an ECU.  The intent of the gauge is to be convenient to log alongside ecu data with an OBD2 based logger like HP tuners etc, it is not designed to send data to an ecu this way.  

First a quick explanation of antilag and cyclic idle:
The main intent of Antilag is to keep the turbo shaft speed as high as possible during over-run conditions when the throttle is usually closed and the engine is producing little exhaust energy.  It can increase exhaust energy with several factors, but usually; allowing extra air through the engine (throttle or bypass valve), retarded spark advance so more combustion heat transfers to the manifold and turbine, Ign and/or fuel cuts are used to prevent the pushing effect from the extra air/throttle and often ign cuts to allow some fuel to pass through the engine unburnt to combust in the manifold.
Cyclic idle was originally mostly used in situations where the "extra air" for antilag was not able to be switched on/off by the driver, in Group N for example where modifications were strictly limited, the throttle stop was just adjusted so that it never closed more than say 25%. With the throttle not being able to close below 25% however, when the antilag was not active, then the engine would never be able to idle so they use cyclic idle to bring the RPM down to a more sensible idle value using fuel cuts.    
With the introduction of E-throttle you can turn the "extra antilag air" on/off with the antilag, so cyclic idle is not really needed for idle/drivability like it was with a fixed throttle opening.  In the case of e-throttle, Cyclic idle is still often used for a short time after ALS to help cool down the manifold and turbine as you have a lot more cool air pumping through the manifold with the throttle open and fuel cut.  
 
This is because you have the Cyclic idle low TPS at 22%, but only 6% throttle commanded in the cyclic override.  Cyclic will only start to fade out between the Cyclic idle low/high.  I would probable suggest you leave cyclic off for now, but as an example if you want your throttle open 6% for cyclic, then your cyclic low should be about 7% and high about 10%.  
 
You have 0 in both the antilag fuel and ign cut tables.  
 

First a quick explanation of antilag and cyclic idle:
The main intent of Antilag is to keep the turbo shaft speed as high as possible during over-run conditions when the throttle is usually closed and the engine is producing little exhaust energy.  It can increase exhaust energy with several factors, but usually; allowing extra air through the engine (throttle or bypass valve), retarded spark advance so more combustion heat transfers to the manifold and turbine, Ign and/or fuel cuts are used to prevent the pushing effect from the extra air/throttle and often ign cuts to allow some fuel to pass through the engine unburnt to combust in the manifold.
Cyclic idle was originally mostly used in situations where the "extra air" for antilag was not able to be switched on/off by the driver, in Group N for example where modifications were strictly limited, the throttle stop was just adjusted so that it never closed more than say 25%. With the throttle not being able to close below 25% however, when the antilag was not active, then the engine would never be able to idle so they use cyclic idle to bring the RPM down to a more sensible idle value using fuel cuts.    
With the introduction of E-throttle you can turn the "extra antilag air" on/off with the antilag, so cyclic idle is not really needed for idle/drivability like it was with a fixed throttle opening.  In the case of e-throttle, Cyclic idle is still often used for a short time after ALS to help cool down the manifold and turbine as you have a lot more cool air pumping through the manifold with the throttle open and fuel cut.  
 
This is because you have the Cyclic idle low TPS at 22%, but only 6% throttle commanded in the cyclic override.  Cyclic will only start to fade out between the Cyclic idle low/high.  I would probable suggest you leave cyclic off for now, but as an example if you want your throttle open 6% for cyclic, then your cyclic low should be about 7% and high about 10%.  
 
You have 0 in both the antilag fuel and ign cut tables.  
 

You have stepper reset set to set to key-off, but no ECU hold power set up so the idle valve is never going to reset.  The idle valve is going to be in a different place everytime you start it and the ecu has no way of knowing where it is.  If the main relay control has not been wired as per one of the hold power schemes then your best option would be to change the stepper reset to "key on fuel lockout", it will then do the reset when you switch on ignition and will apply a fuel cut to prevent it starting if you attempt to start while the reset is occurring.  So, turn the ignition on, wait a couple of seconds for it to reset before cranking.  
Your base position will likely need re-tuning after changing that.  

Both your ECU and dash config are fine, most likely a wiring issue.  Can you attach some pics of the CAN wiring between ECU and dash?

Both your ECU and dash config are fine, most likely a wiring issue.  Can you attach some pics of the CAN wiring between ECU and dash?

It looks like all the logic is working correctly to me, possibly just your bump increment (virtual aux 1) is too short. Try it at something more like 0.05 to 0.1s.  

I would expect if you just set a condition condition to something that will always be true such as "MAP >1kpa", it will start as soon as you connect.  

Im happy to help set up the CAN side once you have the IO planned out and a list of what needs to be done.  Note G4+ cant send PWM signals via CAN so anything that requires PWM you will either need to use a hardwired output from ecu to PDM or just send the required control signals to the PDM and do all the control logic in the PDM.  

That is not a "fix". Traditional mode is completely different than modelled mode.  In modelled mode the numbers in the fuel table number represent % volumetric efficiency.  This is how much air the engine is flowing, not how much fuel.  It is not possible for a for a typical road car engine to have a VE higher than 150%.
If you are using E100, then most of your problem is you have the stoichometric ratio and fuel density set to gasoline values.  The other issue is your ethanol sensor is using the wrong edge so the fuel temp is exagerated.

You could equally say you fixed it by fitting a carburettor, but most would argue that or traditional fuel equation is not a fix to the problem you had, it is just a more basic alternative method to supply fuel. 
Modelled fuel equation is based on calculating the mass of air ingested and adding the correct fuel mass to it, if you input the wrong fuel data then the fuel mass will be calculated wrong.  Traditional mode is purely based on a commanded pulse width, the ecu has no idea of air or fuel mass so there are no fuel settings to get wrong.  

You could equally say you fixed it by fitting a carburettor, but most would argue that or traditional fuel equation is not a fix to the problem you had, it is just a more basic alternative method to supply fuel. 
Modelled fuel equation is based on calculating the mass of air ingested and adding the correct fuel mass to it, if you input the wrong fuel data then the fuel mass will be calculated wrong.  Traditional mode is purely based on a commanded pulse width, the ecu has no idea of air or fuel mass so there are no fuel settings to get wrong.  

You could equally say you fixed it by fitting a carburettor, but most would argue that or traditional fuel equation is not a fix to the problem you had, it is just a more basic alternative method to supply fuel. 
Modelled fuel equation is based on calculating the mass of air ingested and adding the correct fuel mass to it, if you input the wrong fuel data then the fuel mass will be calculated wrong.  Traditional mode is purely based on a commanded pulse width, the ecu has no idea of air or fuel mass so there are no fuel settings to get wrong.