Adamw

On the E36 plug-in the speed signal comes from the instrument cluster.  This would most likely be a signal that have been processed into a square wave.  Im not sure what type of sensor the VSS sensor is, you may need to get a scope on it to see what sort of signal it is outputing.  

looks like your trigger signal isn't reliable, you have two teeth visible on the lhs of that scope

Made a couple of small changes.  The lambda will stay on disabled until the engine is running.
3SGTE1991MR22_19.2021-CANbus V1.1.pclr

Bottom of this doc:  https://linkecu.com/wp-content/uploads/2021/09/CAN-Cables-Manual-1.pdf
FYI, The pin numbers are actually moulded into the seal end of the mating female receptacle.  

Would really need to see a log with all relevant data logged.  But I will say as a general comment, slip based traction control is probably not the best option for drag racing.  In the next firmware release there is a power management function which is more commonly what is used to control traction in drag racing.

It looks like I had the MAP lockout too low, I have bumped that up a bit and smoothed out the base pos table a bit.  
LetsLearn V1.2.pclx

Try this map, I have changed quite a bit so may not work well yet.  Need another log done with this map.  After loading this map, do a store, then switch ign off for 10 sec to allow stepper to reset, before starting.  
LetsLearn V1.1.pclx

You can use the >file>compare function to see what I changed.

For the log file you can share it using onedrive, google drive, dropbox, wetransfer etc.  The initial change I would suggest is increase MAP lockout as with bigger cams your idle MAP is probably above the set 50kpa.

You can do a fairly wide range of launch control type functions using one of the GP RPM limiters.  

Since you havent confirmed what ecu you have I will assume it is a Red G4 xtreme (not a G4+).  The Red xtreme doesnt have the onboard driver for E-throttle, you will need one of our external modules, either this one: https://dealers.linkecu.com/G4RET or the older one that was in a finned extruded case. 
From memory the L96 had some sort of variable cam timing, I dont know of anyone that has tried that with a G4 so cant say for sure if that will be supported, it should work but it will depend on how far the cam can move and whether the trigger mode can stay in sync.  You will have to try it to find out.  
As for wiring, most of the basics such as power and grounds and relays etc are covered in the help file.  
Cam and crank sensors as below:

 
Coils:

 
As for triggermode it should start using the Chev LS2/LS7 mode, although you may need to experiment with other triggermodes later once running if you want VVT to work.  
 
 

Ok, yeah that is nothing to do with DIYAutotune, it is made by Perfect tuning.  Unless you already own the megasquirt version you would be best to purchase the Link version: https://store.perfecttuning.net/product/universal-gauge-for-vi-pec-linkecu-g4-g4/
If you already own the megasquirt one then contact perfect tuning to check if you can install the Link firmware, Im pretty sure they can be swapped.  Firmware info and download is here: https://store.perfecttuning.net/upgrade-universal-gauge-firmware/

I havent personally used one but have seen a few customers use them.  They appear to be a good product.  BTI and Perfect Tuning are other similar options.  

The VTC solenoid will have to be wired to an ignition switched +12V source on one side and the other side to a spare aux output.  The K24 cam and crank sensors will also need a 12V supply added. 
The Exhaust cam signal needs to go to trigger 2 and the intake cam signal to DI1.  

Should look something like this (are you sure it should be highside drive?): 

 
Hysteresis on a GP output is explained in the help file here: 

 

Change your Lambda 1 divider to 1000 should do it.

AN Volt 3 would be fine if you arent using it for the MAP sensor.  

The boost solenoid needs Ign switched +12V to one wire and the other connected directly to an ECU aux.

Yes.  

Haltech dash has configurable bitrate, they are fine on the same bus.  

Update fuel density to the suggested value in the help file if you dont know your specific fuel density.

 

IAT fuel trim should generally be turned off when using modelled fuel equation.  The charge temp approximation is used for the air mass calculation.
You would only enable the IAT fuel trim if you have some other unusual condition to take care of such as a lean hot restart - and in this case you would likely span the table axis with some other parameter such as engine run time or engine cycle count.

CAN is a digital signal - just 0's & 1's going down the wire.  This means the ecu always receives exactly what the controller is outputting.  With an analog output the controller outputs a voltage in reference to a common (or sometimes not common!) ground. Very few wideband controllers have a differential ground completely isolated from power ground, so even if they have a dedicated analog ground, there is still an influence from load on the power/chassis ground.  Any offset between the ground the wideband is referencing compared to the ECU ground reference will offset the measured signal.  You can usually observe this with an analog controller by for example turning on the fan or head lights and you will see the reported AFR change.  Some of the cheap ones you can even see the wideband heater turning on and off in the analog signal.  A further issue is most of them have a very poorly calibrated DAC - i.e the documentation may say for example it outputs 2.5V at 1.00 lambda, but if you test it you find it is actually only 2.3V. 

This is how I would do it.  
Put Engine running time on the Y axis of your IAT trim table.  Start up will be the top row, normal running will be the bottom row.  This is just a rough example but in this example if IAT was 60deg or above at start up it would pull 20% fuel out for the first 10seconds of running and fade back to normal fuel after 30seconds.

It doesnt look like you done this yet.  The fuel table should have numbers around 50-60% in the idle area increasing to around ~100 at peak torque RPM.  
Also, I would zero out the SPWA table and set the minimum effective PW to zero. Copy the example charge temp approximation table from the help file.   Turn off IAT fuel trim. 
To help any further we will need a log and an explanation of what the actual problem is.