Adamw

Not sure that is a good idea, your EGT is often already say 900°C after antilag, retarding ign is going to make it hotter...
The whole idea of cyclic idle is to cool the system down, not just to achieve a lower idle speed.  So with a large throttle opening and fuel cut on each cylinder in a cyclic pattern you get a large volume of cool air pumped through the manifold each cycle.  Even with antilag systems that dont use a fixed throttle stop and could idle on their own without cyclic, it is still common to keep the throttle open and use cyclic for a cool down period at the end of the stage.
 

Typically with this type of strategy you wouldnt re-zero the TPS, idle would just be at 20% TP or whatever you have it at.  Although it wouldnt really matter if you re-zeroed, as long as the cyclic high and low are set to match it should work either way I think.
The reason for your RPM runaway is you dont have any antilag cut/retard set up.  You currently have your AL enable set at 3000RPM & 50% TP, so when you blipped your throttle both of these conditions were met so cyclic turns off and antilag activates.  The antilag is set to stay active for 5 secs after these conditions are no longer met.  You dont have any antilag cuts or retard set up so with 20% throttle, no cuts and no retard then it is going to rev high.  

I have only ever used it with a kicker that is enabled after starting, but I would expect it should still work the way you have - possibly just more difficult to start.  
Will need a log and your tune.  The tune you have in the google link does not even have ALS set up.  

Launch control.
Your VSS is exceeding the max frequency on DI4, so the speed drops to zero which then means your launch activation conditions are met. 
G4+ DI's are only rated for 500Hz so you have done well to get to 1600Hz...

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. 

In the early days of G4X we did have a conversion tool, but there has been so many new features and strategy changes since it is no longer useful.  It is best to open up both PC Links side by side and start at the top of the settings tree then work your way down a folder at a time.  As KOracing suggests the import/export to clipboard function is useful.  The only tables that dont transfer well is some of the custom cal tables, these need the axis set up to match before importing.   

In the manual is it labeled ETM or ETA?  Im pretty sure volvo use the term ETM for the CAN bus ones and ETA for the analog one.

SO you now have the correct pattern on trigger 1 (12-1).  But your trigger 2 is behaving odd, it should only show a single slot once per rev but it is showing it is a pattern more like trig 1 in some areas.
It is almost like this disc is the incorrect one for your CAS so the windows dont line up with the sensor or something?  Possibly you have an RB disk or something?

There are individual duty cycle runtimes for primary and secondary.  

The first rich spike I have marked in pink is caused by the spike in primary PW which is coming from the main accel enrichment.
The 2nd rich spike as the secondaries come in is caused by the spike in primary PW due to the staged injection accel fuel.  Reduce the staged inj accel fuel% should get that better.  
 

The factory manual shows they are all the same.  Pin 2/white wires in this diagram are all grounds.  Pin 2 is the same location on all sensors.  Note the connector sketch down the bottom is shown opposite to ours - subaru draw them looking back into the connector on the loom side.  So this shows the same as my pic above for all cam and crank sensors.

SPWA can be positive or negative.  What you are telling the ecu is how much longer you need to open the injector for to acheive the quoted volume/flow.
Below is an example.  I have ploted two lines on the graph of flow rate Vs effective PW.  Blue "ideal flow" is what the injector should flow if it were perfectly linear (straight line).  The orange line is what it actually flows in real life when tested on the bench.  
You can see for example at 1.00ms PW, the measured flow line is above the ideal flow line (injector is flowing more fuel than it should), so in this case the ECU would have to reduce the PW to get the ideal flow (negative SPWA). 
Then at 0.50ms the measured flow is below the ideal flow, so at this PW the ecu would have to increase the PW to achieve the ideal flow (positive SPWA).

Definitely worth using it since the suppllier provides that info.  The data you need is already formatted ready to copy and paste straight into the ecu in the Link section of their library:  https://help.injectordynamics.com/support/solutions/articles/4000074340-link-engine-management 

In our library we do have one wiring diagram that is a bit different to all the others we have, it appears to have been translated from japanese, but in this diagram it looks like pin 36 is used as a signal from the FICD relay.  I dont know what the device is connected to pin 54 and 46 in this diagram (maybe climate control unit?), but usually 54 is an idle switch and 46 is the AC request.  From the look of that circuit I would say it is that device that is controlling the FICD relay and not pin 36.
Our ecu doesnt use the FICD so you can remove that wire and use pin 36 for temp.

The symptoms you describe would most likely be your main 14V supply (A5) is missing.  The ecu is getting just enough current through a back feeding aux to make it partially power up (probably the fan aux by the sounds of it). The 5.5V that you are measuring on pin A5 is actually coming out of the ecu - it is not a supply from the chassis.  
Unplug the ecu then check voltage on the A5 wire, then work backwards from there.  Most likely something like the main fuse blown.  

Your trigger scope shows no signal on any of those 3 cams connected to DI's?  
If you set the cam angle test to say inlet bank 1, do you get any absolute cam angles reported in the VVT tab of the runtimes screen?

I've never personally done this but I believe it is possible if you have enough spare CAN slots, I discussed this with engineering a while ago for someone else.  You will need 2 "user streams" to send out pressure of bank 1 & 2, then 5 user streams to receive the 5 lambdas.   And you will need 2 ID's for each lambda.  So I think if you put 2 lambdas on the bus with the dash and 3 on the other bus you should have just enough streams and ID's to do it all.  
The CAN lambdas apparently will receive exhaust pressure either globally on ID958 or individually on 958+index.  So in this case we wouldnt want to use the built in "Link CAN Lambda" stream as that broadcasts pressure on ID958 so all lambdas would use it.  
What we have to do is first program the lambdas to "lambda 2-6" (we dont want any programmed as lambda 1 ID as its index is 0 so it would need press on 958 which will mess up the others).  If we program them to be identified with Lambda 2-6 ID's then the exhaust pressure will be sent out on ID959-963. You would send the same pressure user stream to the 2 lambdas that work in the same manifold.  
We can still receive the lambda data into the ecu as channels "lambda 1-5" (even though they are programmed as lambda 2-6), so the number relates to cylinder numbers or whatever.  
Start by reprograming the lambdas to 2-6 and I can give you a hand with the CAN side if you need it.  

The commanded PW will vary with MAP, load, RPM, temperature etc.  For all the compensations to work correctly the fuel volume must be directly proportional to PW.  So for example if the PW is increased by 10% then you want to get 10% extra fuel.  
Below is a picture of an injector test for determining SPWA.  The straight dotted line is what the injector should flow if it was perfectly linear.  The other 4 coloured lines are what the injector actually flows (f different injectors)  
You can see if I was operating at around 0.4ms PW my injector flow would be about 42cc/min average.  Now say the AC just turned off and the ecu calculates I need 20% less fuel, so it reduces the PW by 20% so Im now operating at 0.32ms, you will notice my average flow is still about 44cc/min.  So the ecu has just commanded a 20% reduction in fuel but it has actually got 5% more.  This means you are now about 25% too rich.  Now lets say you change down a gear and the ecu calculates the engine needs another 20% less fuel, so our PW is now 0.25ms, at this PW our average flow has dropped to about 17cc/min.  So this time the ECU has commanded 20% less fuel but actually got 60% less. 
The idea of SPWA is to straighten out this erratic PW to flow relationship.  So at 0.4ms commanded PW a SWPA of 0.05ms would bring the flow up to the desired 50cc/min.  At 0.3ms the SPWA would be about zero as the average injector flow is close to the desired already.  At 0.25ms PW a SPWA of about 0.035 would bring the flow up to somewhere around the desired.   

 
 
  
 
 

Your batt voltage measured at the ecu when cranking drops to about 10.2V, looking at the dwell table it is possibly a bit conservative around that voltage.  You could try increasing that to 7ms or so, it may give a bit more ign energy.  The other thing I would try is just turn on the injection to see if it runs.  A trigger offset of 0 should be close enough to run one of these I think.  Then check timing once running.  

Yes, it sounds like the MAP is failing provided you have confirmed the 5V is ok and confirmed the voltage output with a voltmeter or similar.  
Can you attach the tune so we can look at your lambda problem.

Your set up all looks ok to me I expect it will work.  
The wastegate DC in your screenshot is showing 0% most likely because you are below the MAP activation.
Next time have a look at the parameter "Boost Control Status", this will usually give you some good clues to what the boost control function is doing.

Can you attach your map and possibly a short PC log.  Aux 1-8 is fine for boost control.

They operate effectively just like a two wire solenoid, there is just a solidstate driver built-in.  Some Subarus and Toyotas use the same type of valve.  
A single low side drive aux, 0%DC = closed, 100% DC = fully open.

Do it in volts as I said.  You can temporarily set the analog input function to "voltage 0-5V" and the ecu will tell you the voltage, you do not need to measure it with a standalone tool.  Fill the tank from empty in some regular volume increment and note the voltage at each volume.     

Provided the level sensors are 2 wire, then wire them in series, you will then get the average of both sensors. 

 
 For the setup, set the analog input as a GP input, probably cal 7/8/9/10 is the most suitable, Volts vs %.  Empty tank, check the voltage on ANVolt, this is your 0% voltage to input into the cal table axis (my example below is 0.6volt for 0% full).  Repeat for other increments such as 25%, 50% etc.  You could just do 2 points calibration (empty and full) but it will unlikely be accurate in between.