Adamw

I would not expect IAT to prevent it from starting.  In our base map the IAT error value is set to 100°C so with no sensor connected the ecu will be using that value, you can temporarily set the error value to say 40°C to make it more realistic.
The Evo trigger offset should be very close to zero in my experience.  I have only seen them significantly out if someone puts the trigger disc on back to front - but I doubt it would run on the stock ecu if that was the case.  

That seems odd, sounds like you have all the basics there.  If you are sure there is no fuel then I would next try the injector test function to confirm you hear all injectors click. 
Can you do a short PC log of it cranking and attach a copy of your map.  How to do a PC Log if you dont know:  https://www.youtube.com/watch?v=_P1LRANeO4A
 

Sorry about the front plate, I agree it looks like it is the wrong one.  What country are you in? - I better get the sales guys to check other stock in case it is a widespread issue.  Can you give me the serial number as well.  If you want the proper one you can contact [email protected] and they can will arrange to get one out to you.  
For the fans, I do remember the Evo5 has something a bit odd with how the fans dual windings are wired.  From memory it just requires a specific combination of "active state" settings in the fan settings.  Try swapping the Active state on engine fan 1 & 3 one at a time in the >Auxiliary Outputs>Engine Fan menu to see if that solves it.

A temp sensor is just a resistor (think of it as a piece of thin wire), it does not matter which way it is connected.

If it is set to optical/hall with the pull-ups on then I would expect about 4.5V.  If set to reluctor I would expect near zero volts, although with nothing connected it is not a great test as it may float a bit.

Yes.  

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. 

Try the following:

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. 

As far as I know we support all of the common Rover K-series "MEMS" flywheel patterns.  They are all 36-1-1-1-1 but there are some variations on the placement of the missing teeth - hence the 3 different options in G4X.
There is also a rare 36-1-1 variation and this can be handled with the normal mulitooth/missing mode sine the missing teeth are 180deg opposite each other.  

This pic is from a 2010 V8 XC90 wiring diagram:

 
Based on this the pinout would be:
+12V Feedback - not needed Ground Signal.

You could do this in G4X:
Turn off Idle ign control.  Set up a GP output to activate under idle conditions, example below will probably be all it needs.  Use that GP output to activate the dual ign table.  Put wild numbers in there side by side (see 60 & 120deg rows).  In this dual ign table I have it set up so it only gets lumpy after warm up - but you could also for example instead have a switch status on the Y axis so you can turn the lumpy idle on and off with a switch.

Yes, it would be basically the same as my first example above.

You are not going to be able to get an acceptable flex tune by fumbling around adjusting random stuff blindly.  It is a reasonably complicated process that needs to be done with a specific routine to end up with a decent tune.
All input data must be correct - inj flow rate, deadtimes, fuel press, densities, stoich ratios etc.  Then you need to drain the tank, fill with the first unblended fuel (ie pure gasoline or close to it), tune on that fuel, when that fuel is all tuned and working well then drain tank, fill with the 2nd pure fuel (ie ethanol), check fuel tune again (should be close if injector and fuel data is good), when that fuel is good then check again with some variable fuel blends between these 2 extremes.
It might be worth your while to invest in some courses at HP Academy or Evan performance.  

Space bar is "jump to active cell", so if you had any table present on the same page it would be controlling that.  Enter may be a possibility but I dont know enough about how it works.  I will put your suggestion into the development system for the software guys to look at one day.  
 
Possibly you arent stopping the log?  If the log is still running then the cursor will always be at the current operating instant.  Hit F8 to stop the log and the table cross hair should follow the cursor right away.  Otherwise I might need to see a video to get what is happening. 
 

I think they are part of the flywheel and not visible in most of these rover engines.  We would be able to confirm what you have from a trigger scope though. 

Space bar is "jump to active cell", so if you had any table present on the same page it would be controlling that.  Enter may be a possibility but I dont know enough about how it works.  I will put your suggestion into the development system for the software guys to look at one day.  
 
Possibly you arent stopping the log?  If the log is still running then the cursor will always be at the current operating instant.  Hit F8 to stop the log and the table cross hair should follow the cursor right away.  Otherwise I might need to see a video to get what is happening. 
 

You can usually tell just from the lambda trend if it is an "amount of enrichment" Vs "length of enrichment".  I only have a couple of old logs from our FD on my laptop that arent real good examples but may help explain...
In the time plot below you can see the secondary injectors kick in where I have put the pink arrow (sec PW jumps up from zero).  For a short time after that you can see the primary PW sits above the sec PW for the length of the yellow arrow before it steps down to match the sec PW - this yellow arrow area is the staged accel enrichment.  In Staged injection settings, the "accel fuel" affects how high that step in pri PW is and the "Accel time" affects the length of the yellow arrow.  
You can see in this example the lambda dips rich right around where the accel fuel is.  

 
Now if we zoom in on that same time plot to have a closer look at this area...  Where I have placed the yellow cursor line on the plot you can see the lambda is bang on target, and also to the left of that cursor the lambda is reasonably close to target.  To the right of the cursor the lambda dips rich for a while and doesnt recover until a little while after the accel fuel finishes.  So my interpretation of this plot is I had something close to the right amount of extra fuel initially as the lambda stayed close to target for a while after secondaries where enabled ("accel fuel" setting is about right).  But that accel fuel is being added for way too long - we could have removed that extra fuel where the curosr is - or even a little earlier. So the setting "accel time" is too long - by proportions I would say the accel time wants to be about 1/4 to 1/3 of whatever it was set to when I done this log.

Sounds like it is working at least.  The behavior will be quite different when the manifold is glowing and generally the limitation in how aggresive you can go is how confident the driver is with the pushing effect, so you really need to see how it feels driving now.

We now support all of the subaru cruise switch types.  The V10 and earlier had a bit of an odd setup that used 3 DI's, one for "cruise on" then 2 others in a binary like combination to achieve the 3 set/resume/cancel functions.  This type is labelled "Subaru Cruise Switch" in the software and we have supported that since G4+.  This sounds like possibly what the XT has.
The V11 and later has a DI for the "cruise on" switch, then an analog with varying resistance/voltage for the set/resume/cancel.  We have only recently added support for this one in the last year or so (G4X only).  This type is labelled "Subaru 3 wire" in the software.  To convert the resistance into voltage the analog input needs a 1kohm pullup connected - or you can use a temp input instead which already has the pull-up internally.  
We also support the fully analog type that uses a single wire that outputs different voltages for each button (common in nissan & toyota), and the old school fully digital type where you have 4 digital inputs, 1 for each button.  
 

I guess its a question for them in that case, I've never touched one.  

You can usually tell just from the lambda trend if it is an "amount of enrichment" Vs "length of enrichment".  I only have a couple of old logs from our FD on my laptop that arent real good examples but may help explain...
In the time plot below you can see the secondary injectors kick in where I have put the pink arrow (sec PW jumps up from zero).  For a short time after that you can see the primary PW sits above the sec PW for the length of the yellow arrow before it steps down to match the sec PW - this yellow arrow area is the staged accel enrichment.  In Staged injection settings, the "accel fuel" affects how high that step in pri PW is and the "Accel time" affects the length of the yellow arrow.  
You can see in this example the lambda dips rich right around where the accel fuel is.  

 
Now if we zoom in on that same time plot to have a closer look at this area...  Where I have placed the yellow cursor line on the plot you can see the lambda is bang on target, and also to the left of that cursor the lambda is reasonably close to target.  To the right of the cursor the lambda dips rich for a while and doesnt recover until a little while after the accel fuel finishes.  So my interpretation of this plot is I had something close to the right amount of extra fuel initially as the lambda stayed close to target for a while after secondaries where enabled ("accel fuel" setting is about right).  But that accel fuel is being added for way too long - we could have removed that extra fuel where the curosr is - or even a little earlier. So the setting "accel time" is too long - by proportions I would say the accel time wants to be about 1/4 to 1/3 of whatever it was set to when I done this log.

Im not sure how to answer your question any better than I already did.  Vista was retired in 2012, the first G4X wasnt released until 8 years after that.  So as I say, we havent tested any G4X software on vista, there is little need as apparently less than 0.18% of all of the PC's still running today are running Vista, most of those being in a 3rd world region where they wouldnt use PC Link.  With such a minority we dont even get reports from other users successfully or unsuccessfully running vista.  You will have to try it for yourself if you need to know.  The latest version that I suggested would be the best to try as it has the most mature USB drivers. 
The biggest variable is what version of OpenGL your graphics card supports and how complete the last graphics driver for it was.  OpenGL support is flaky at best in most older PC's.     

Yes that set up looks more normal.  Lambda is no use during any limiter or misfire. 

Yes, accel fuel is how much extra fuel is added to the primaries when the sec come in, and the accel time is how long that enrichment is sustained for.