Adamw

If you are on 6.22 firmware then you should only have to do the add all as I said above 

The K20 coils have ignitors built-in so can be connected directly to ECU.  Note Coil 1 only needs to be connected to either A21 or A22, it doesnt need to be connected to both.  

Yeah, Lambdas not working is very odd, they are not reporting an error either.  I suspect they will come back to life next power cycle. 
If you think it is still too rich then just lower the master further.  

There are two different runtimes - "Fuel Temperature" and "Ethanol Temperature".  Both will still work, but it is the "Fuel Temperature" that is used for the modelled fuel calculation.  
When the analog fuel temperature parameter is not assigned to an input then it will use the ethanol temperature value.
So, if you want to use the flex sensor as the temperature in the fuel equation you will have to set the fuel temperature source to none.  If you still want to keep that analog fuel temp sensor for logging or whatever, then set it up as a GP temp input and call it "fuel temp 2" or similar.

Password protection is absolutely required for many different reasons.  There are plans to allow more granular protection of some features in future but it is complicated and not being worked on at present.
In some regions the tuner has to certify compliance with emissions laws as part of the tune.  Some engine builders that give guaranteed engine life lock the tune so that the safeties cant be removed.  In some regions the consumers are very "sue happy" if something fails so the tuner may lock the tune to protect himself from any changes that could cause failure.    Sometimes the tuner just isnt happy with the customers level of competence.  I have for example had one of my customers at the race track wipe the whole tune out trying to get the car to start when he forgot to turn the fuel pump switch on.   Sometimes the tuner may have significant IP invested in the tune that he doesnt want shared.  It may be OEM CAN bus work or for example he may have developed a charge temp table for that specific engine over several months.   Security/valet mode/different driver levels etc. Scrutineering/single model series.

We do have a GRB WRX plug-in just about ready for release, that would be the easiest option.

Yeah Xtreme would be the ticket.  They all only have one E-throttle as far as I have seen.  

Many sensors such as fuel pressure, TPS, MAP need a 5V supply, you wont use that wire if you are only connecting a wideband.

The new firmware has much improved gear shift functionality with closed loop shaft speed matching and limiting during blip etc but there are a lot of new settings so will need to be tuned from scratch after you update.  It is a good improvement though so is worth doing when you can.  Make sure you have plenty of time when you choose to update - dont update the night before a race day!
I think in your log the actual gear cut is probably working correctly, but for some reason the logging rate is very slow so it has missed some of the shift detail.
You would really need to use ECU logging and record at a much higher rate to get a true picture of what is going on.  I normally use 500Hz on RPM, Cut %, gear shift status, Gear barrel voltage and lever force when tuning gear shift.  
In picture below, highlighted is the same shift that you have shown in your original picture.  Notice there is nearly 200ms between data points - this would easily miss the 118ms shift cut for 3rd gear.  

 

Can you attach the log file and tune.

If it fires and runs for only a few seconds that usually means there is not enough fuel, there is only enough to run when the extra crank enrichment fuel is present so as soon as that stops the engine stops.  Increase the master fuel value.  

No I wouldnt expect anything special is needed.  CDI ignition on methanol cars makes USB comms less reliable but Ive never had any issues with inductive ignition.  

It looks like it starts to go lean around the 6.5second mark in the log when the 130% crank enrichment turns off and you drop all the way back to only 20% post start enrichment.  
So I would double or triple the crank hold time and try the post start enrichment up around 40-50% in the 10C- 30C cells.

 

It should start and run with the offset in the base map - it just needs to be confirmed before putting it under any load.  

Start somewhere around 17ms then adjust up or down to make it happy once it is started.

It will need to be wired to an analog input and you will need to build a pull-up and filter circuit to slow the signal down so you dont just see the fuel sloshing around.

 
 

Do a PC log, it records everything.  

Thinking about this when I was writing up the task last night - cant you just log the status of whatever you have set for the table 2 activation?

Hi All,
The default layouts in the current G4+ PC Link are pretty dated, I recently done a couple of new ones that will be included as the defaults in the next PC Link update.  But in the meantime here they are so you can use them now.
FYI, if you use both G4+ and G4X ecus and you have highly customised layouts, you can copy the same layout into both PC Link versions by just changing the file extension.  G4+ extension is .llg and G4X uses .llgx.
Feel free to add to this post if you have any layouts you want to share.
 
1366 x 768.llf 1920 x1080.llf

Fuel cut will not cause it to run lean - there is no combustion at all when you cut the fuel.  i.e a "20% fuel cut" doesnt mean you are removing 20% of the fuel, it means you are cutting 20% of the combustion events.  
Because fuel is injected and sitting in the intake port quite a bit before combustion, a fuel cut is not instant torque reduction - you still get a cycle at full power after activating the cut - similarly when the shift has finished and you want to restore power, you dont get any power for a full engine cycle after reactivating fuel.  This can make the shifts feel much slower - at least with motorsport gearboxes, I dont have any experience with road car shifts.  
Fuel cut is safer for some engines that have trouble with valve control or hydraulic valve lash control.
Fuel cut is quieter - generally no bangs. 
Correspondingly,  Ignition cut is much faster, but noisier, can cause issues with valve control, and potentially harder on lambda sensors etc.  I havent seen any issues with the turbo from ignition cut gear shifts.  
 

I think the initial cause was the trigger error which gave a large spike in RPM, the RPM limit then cut all fuel which stalled the engine.  
So the question is why did the headlights cause a trigger error...  Really the only common circuit between headlights and trigger sensors is the ground so it would suggest there is a bad or intermittently bad ground somewhere which causes headlight current to pass through the ecu ground at times.  

With ign off if you measure between the sensor ground pin and battery negative with an ohm meter you should see near 0ohm.  
 

Yeah looks like it.  @tbase I can give you a beta software with the new gearshift strategy if you want.  No help documentation done yet though.  

The trigger scopes both look ok.  I noticed in your map the trigger offset is still set to zero.  Have you checked ignition timing with a timing light?  With a distributor if the rotor phasing isnt correct the spark can jump to something inside the distributor rather than jumping to the correct post and this will cause an error.    

Start by doing at trigger scope at 2000 & 3000RPM.  
ECU Controls>Trigger scope.  Hold engine at 2000 then click capture.  Save the file.  Hold engine at 3000, click capture, save file.  
Attach those 2 files and a copy of your tune.