Adamw

Yeah I can probably help.  Attach a copy of your tune.  Does it have a strain gauge gear knob?

G4X can still do individual cylinder knock control with wasted spark ignition (or even with a distributor and single coil…), provided it has a trigger system capable of 720sync (the evo has).

G4X can still do individual cylinder knock control with wasted spark ignition (or even with a distributor and single coil…), provided it has a trigger system capable of 720sync (the evo has).

The bouncing idle is due to 2 issues.  1) the Integral gain is way too high - currently set to 0.25, more typical for DBW is 0.02 to 0.05.  2) the MAP limit is too low, when it gets close to stalling the MAP goes above 60Kpa so the idle control is disabled.  Set this to 70kpa should do it.  
 
The stalling is due to the base position too low.  Firstly, the top row of your e-throttle target table should have zeros across it.  So fix that first.
You can see in this pic at 72°C an idle position of 2.6% is needed to achieve the target idle speed, but the idle base position table is only commanding a position of 1.4%.  So whenever you enter idle conditions your throttle is already 1% too far closed.
The dashpot settings may need some further work if it still dips too low with the base position table fixed up.  

 
Similar story at 90°C, requires 2.0% to achieve target, but base position is 1.3%.  

 
 

The idle control mostly looks like it is doing the right things now.  
I suspect your stall issue is possibly fuel related.  Your normal warm idle injector PW is about 0.75-0.9ms in areas of the log where it is idling well.  In all the places the engine stalled the PW dropped down under 0.5ms just on entry to idle - in a couple of places as low as 0.3ms.  I suspect some of your injectors may not even open down at that sort of PW.  In some cases that very short PW was due to reaching very high vacuum in overrun, in others it was the CLL pulling fuel out the whole way down towards idle.  
Try the changes in orange below to see if that improves the stalling problem.
The rev hang is due to excessive offset and base position.  For normal warm idle your TP sits at about 1.7%. In the places with the rev hangs the throttle is sitting at 3.6%.  It looks like the base position for 80°C and above needs to come down to about 1.8%, possibly some of the offsets need to come down a bit too.  
But, lets not change to much at once, try the changes for the stalling issue first before messing with the hang. 

The voltage measured at the ecu unlikely has much resemblence of what the voltage is at the pump, you really need to measure voltage at the pump it that is your concern.  
Your pressure drops with increasing duty cycle so it is obviously a lack of fuel flow, but that may or may not be caused by pump voltage.  

The 4 bar MAP sensor elements have been obsolete for a couple of years now so are pretty hard to find.  7Bar will work but you do lose some reasolution with a 7bar on a G4+.
I suspect Link would have some in stock for G4+ repairs, you can try querying [email protected] to get an idea on cost to replace it.   
Your lambda set up looks ok and the status shows it is waiting for the engine to start.  Does it not come alive when the engine is running?  I will need to see a log if thats the case.  

The idle control mostly looks like it is doing the right things now.  
I suspect your stall issue is possibly fuel related.  Your normal warm idle injector PW is about 0.75-0.9ms in areas of the log where it is idling well.  In all the places the engine stalled the PW dropped down under 0.5ms just on entry to idle - in a couple of places as low as 0.3ms.  I suspect some of your injectors may not even open down at that sort of PW.  In some cases that very short PW was due to reaching very high vacuum in overrun, in others it was the CLL pulling fuel out the whole way down towards idle.  
Try the changes in orange below to see if that improves the stalling problem.
The rev hang is due to excessive offset and base position.  For normal warm idle your TP sits at about 1.7%. In the places with the rev hangs the throttle is sitting at 3.6%.  It looks like the base position for 80°C and above needs to come down to about 1.8%, possibly some of the offsets need to come down a bit too.  
But, lets not change to much at once, try the changes for the stalling issue first before messing with the hang. 

TPS can work either way around - voltage rising or falling with opening.  If moving voltage is showing on the analog input raw voltage but the TPS runtime is not moving then there is something wrong with your software setup.  Can you attach your tune and a short PC log of a couple of pedal movements.  

The Evo doenst have individual wheelspeeds connected to the ECU.  You generally also only have 2 spare DI's on the Evo9 ecu so you may need to lose some other functionality to bring 4 wheel speeds in.  
Before you do that though, I would try just temporarily connecting just 1 wheel speed sensor to confirm the ABS and AYC/ACD is still happy.  Many ABS systems have complex fault detection with the ground isolated from the rest of the electronics so wont tolerate being connected to a device which references a common engine/chassis/sensor ground.

Fuel pump and fan are sent as virtual aux 1 & 2.  This means all fuel pump and fan logic is done is ECU (prime, temperature settings etc). You probably dont need RPM and ECT sent to PDM but I have added them anyway.
I also set up as an example a "High boost" button on the keypad, this is sent to the ecu and changes the boost table. 
 
 I have set the ecu to transmit the generic dash stream.  In the ADU project tree you just need to go >add>import CANx file, then choose the Link ECU generic dash file.  Make sure the Dash CAN is set to 500K to match everything else.
BMWM3Turbo CAN PDM.pclr Example.pmu

That's not too unusual in my experience, most likely some type of intake resonance as you pass through its natural frequency.  OEM's try to make this "sweet spot" as wide and flat as possible but with aftermarket parts, changes to intake and exhaust systems, different cam profiles etc it tends to become a bit more random.  Resonance in the fuel rail can cause a similar effect but it is usually "sharper".  Your fuel pressure looks ok to me in the 40Hz PC log, but try ecu logging ANV8 raw voltage at 500Hz to get a better idea if fuel pressure is contributing. 

I think you just need more accel enrichment.  
Can you try something like below.

It takes the original dealer about 20secs to generate the unlock.  If you can’t get in touch with the dealer then you will need to contact tech support with some ID and proof of purchase, then they need to get the unlock approved so that can take longer.  

Agree the GM or AEM/Link ones give good response, both very similar.  The BMW/Landrover one is slow and generally only used in NA engines.  

The idle misfire and the need for overly rich mixture sounds very much like an ITB synchronisation issue to me. You will have a cylinder or two much leaner than the others so this one will misfire or run poorly until you add more fuel.  You could try enabling individual cyl fuel trims and adjust each cylinder one at a time to see if you can improve it by adding fuel to only the lean cylinder/s. 
Also, if the idle speed is too high with the throttle and idle valve closed then it is getting too much air from somewhere... 

Lambda is irrelevant when you have a cut active, you have raw oxygen pumping through the exhaust system.  

G4+ can do variable blip via CAN request using either a 3D e-throttle target table or activating a second target table during blip request.  
G4+ doesnt have a good way to do a variable cut request via CAN.  You could do something like switch between retard only for low load shifts and a fixed cut percentage for high load shifts.  Or we could possibly use the gear index to command say 5 different levels of cut percentage 20/40/60/80/100% or similar.  Provided you dont need "gear" to work in the ecu for anything else. 
Im happy to discuss with them via email.  I will PM you my address.  

CLL is irrelevant.  In modeled mode your VE table represents air flow.  Your AFR or lambda target table tells the ecu how much fuel you want added to your air.  This is always in effect regardless of CLL being used or not.    

Yeah I dont like how those speeds are labelled in the default stream.  
1 is LF
2 is LR
3 is RF
4 is RR

Typically you are not aiming for a specific boost level, the main desire is to keep the turbo speed high so that you dot need to wait for it to build again after the off throttle event.  I dont have large experience to share, just a couple of club level rally cars and I dont even remember what the MAP is off throttle, but in one of them with the more confident driver I remember there is almost no lag at all, as soon as you open the throttle the boost is back where it was before lifting.

I dont know what they are on about, no common ECU has a filtered 12V output.  Link has an 8V, Haltech have 8V, Old Motec have 8V, new Motec only have 6.3V...
Taarks instructions show it connected to the standard nissan CAS plug which is straight from the main relay - not filtered at all, so I would do that - just connect to the main supply that goes to A5. 

There is no known incompatibility around this circuit in a stagea as far as I know.  
Looking at the schematics for this ecu, the only explanation I can come up with for the symptoms you describe would be a faulty or reversed diode or a short around this circuit somewhere.  Can you pull the lid off the ecu case and give me a photo that has a reasonably clear shot of the diode highlighted below.  While you are at it, give the ecu case a good shake too - to confirm there is no loose screw rolling around in the case or something. 

Note you only want the lockout at 1000 temporarily to make the closed loop work while you adjust the base position table, it will not drive nice with the lockout that high.  
For the lambda can you set lambda 1 sensor control to Link CAN then check what Lambda 1 status shows.