Adamw

Go down to the G1 section of the forum, pinned at the top is a topic "G1 Manuals", download the manual "PossumV5", it has the full V5/6 engine wiring diagram in the back.  The cam & crank sensor pins are interchangable on these depending if it had a factory immobilizer or not.  

Yep, this used to be done quite commonly.  MSD white wire to Ign 1, Ign mode set to distributor, spark edge set to rising.
Im pretty sure most of the current "dual sync" distributors are hall effect.  They also make what they call "cam sync" distributors and most of these seem to be reluctor.

Yes those coils have built in ignitors so they can be controlled directly by the ecu.

We never trued that. But I will this week.

It says above he has changed to a cable throttle.  

You've got accel fuel dumping in all the time.  It could just be set too sensitive or not enough deadband but your TPS looks more erratic that I would normally see so I suspect there is something wrong there.  

I would also unplug the lambda and confirm voltages at the DTM4 that it connects to.
With your multimeter measuring between ground and one of the 4 DTM pins you should see the following voltages if wiring is good:
Pin 1 = ~12V. Pin 2 = 0V. Pin 3 = ~1.0-2.0V. Pin 4 = ~3.0-4.0V.  
 

I have only seen this type of error occur before when the main power supply is missing (pin A5 14V) - such as a bad connection or blown fuse.  The ECU will still power up due to some backfeed through an aux output, but when any processor intensive activity like a firmware update is requested there is not enough current to keep it alive. 
I would suggest removing the ecu from the car and power it up on the bench so you can be sure of the correct power supply then try the firmware update like that.  You only need 12V to pin A5 and ground to pin A34.  

No the internal ecu termination resistor is difficult to remove - but I have never see a lack of a resistor or extra resistors cause no coms so I wouldnt worry about that too much.  Termination issues you would tend to see stuff or bit errors and more traffic due to resends if really bad but it would be rare to have no coms at all.  So way more likely some other issue.  
The CANTEE has two DTM4 output plugs.  Unplug the one that is going to the gauge since we know that one is working and plug the CAN lambda directly into that same plug.  

I dont see anything wrong with the general ECU setup.  
Is the gauge getting power from the 4pin DTM or is it getting power from separate wires? 
If you unplug the gauge and plug the lambda into the gauge connection then go to >CAN  setup>CAN Devices>find devices, does it find the lambda?

The configuration supplied is only supposed to get you basically up and running - tweak the Master Fuel value until it's closer to 14.7 at idle, this should allow you to drive it onto a trailer/transporter, off the other end, and onto your tuner's dyno.

There is no time scale shown in your picture so Im not sure if filtering would help.  Im pretty sure you could add filtering with a math channel (I havent tested), but that looks like a relatively slow oscillation, so you would need a long filter which would tend to make it feel very unresponsive - especially where you want fast movement such as during a gear shift.  
On race cars where I have this sensitivity problem I usually put Speed Vs AP on the DBW target table, then you have a less aggressive curve at low speeds, and at higher speeds when the ride smooths out you can make the throttle translation more aggressive.  
Example:

The update rate is to take care of the gas transport delay and the sensor response.  So effectively how long it takes for the ecu to be able to detect the change in mixture after it has adjusted the fuel.  i.e no point in making corrections 4 times a second if it takes 1 second for the change to reach the sensor.  Gas flow, exhaust size and sensor location etc play a big part.  To get an idea you can do a quick step test at various conditions.  Turn off CLL.  Log lambda and lambda target, change the lambda target by say 15%, then watch how long it takes for the measured lambda to change by a similar 15% - this is your combined transport delay and sensor response time.  Idle will usually be about 1Hz (Actually often needs to be slower but that is the slowest we allow at present), most engines will be ok with a 10Hz update at WOT, in between those points is where you need to spend the time observing and optimizing.  
It is more technically correct to have the update rate table referencing something mass flow related - for example inj DC or "air per cyl estimated" since this is what effects exhaust flow and hence transport delay but I usually find the default RPM based table to work fine.  You can customise the update rate table axes by setting the trim limits tables to 3D if you really want to.
For the gain you want to it be as high as you can go without causing an oscillation or large over correction.  If the update rate is too high this will also be observed as overshoot and or oscillation.  
An example set up from our WRX below just to give you an idea.  This has the probe right at the turbine exit but the primaries are very long on these engines - probably 1M long.  

Sorry, I found my mistake.  I had the width set to 8 by mistake.  
Go to stream 4 and set width to 16. Hit apply, ok & store.  

Yes that will be fine.  DI's can either be switched to 12V or gnd.
If your AC switch outputs 12V when "on" then set the DI pull-up off and active level to high.  

I just checked your ECU serial number and there is a chance there is a hardware issue that is causing your spark at power up.  We made a hardware change when this was discovered and your ecu serial number is right around the number this change was made.  If you continue to have backfires at power up then contact [email protected] and they will arrange to get the ecu updated.  

This sounds more like a bootloader problem, not related to the firmware.  Unfortunately the bootloader update needs to be done at Link head office, it cant be performed by the end user.  Contact [email protected] if you want to arrange.   

it should be connected to a digital input.  

It is just closed loop.  Increase the deadband to 40 or 50RPM, and you may have to drop proportional gain a little too.  

Yeah, move the IAT or ECT to an AN Volt will be the best option

The settings in our wrx11 base map should be a pretty good starting point.

Provided the OS allows you to install apps from the google play store then you can use an app called "Realdash".  You will need one of the supported CAN bus adapters and it takes some knowledge to set it all up.  
Some basic instructions in this post:
https://forums.linkecu.com/topic/8637-introducing-realdash-a-dashboard-app-for-android-windows/?do=findComment&comment=79680
 

I suspect it is mostly just the pedal to throttle relationship.  Possibly too much advance at 1500-2000, but try the map below to see if it improves things.  E-throttle target is much flatter at low RPM.  
Original:

 
My adjustment:

 
DBW soft target.pclr

When we first released G4X the math blocks were more simple and ran at 1000Hz.  Their rate was reduced to 250Hz later when more complex functions were added and the character limit was increased.  
There were some oversights when that change was made - for example the documentation stated cnt increases by 1 every 1ms, but it was actually only updating by 1 every 4ms.  So that has been updated - it still only updates every 4ms, but its count increases by 4 each update.  

that log shows Aux 3 having 0% Duty Cycle and frequency of 10Hz, are you sure the alt control is setup properly? also looks like alt control target and error aren't logged so can you go to Logging -> Setup logging and smack the Add All button down the bottom in the PC Logging tab please.
Actually I've figured it out, your ecu firmware is 6.21 which is from before alternator control was added so upgrade your firmware then reload that map from Adam