Brad Burnett

One wire to switched +12V the other to one of the Aux out on the ecu

Msd tach adaptor pn 8920

The dealer needs to support the product that he sells.  He should be the one to get you the unlock code.
The reason the ecus are shipped locked is to prevent use if theft has occurred.   
If the dealer is not willing to supply you with an unlock code, you will need to email [email protected] and file a formal complaint with the head office.

Nope.  The PNP stop at 2007.  The GR chassis has a ton of CAN bus.

static ground strap for when fitting plugin board into the factory case. 
one end wraps around your wrist and the other is stuck to the metal work bench that you are working on.

static ground strap for when fitting plugin board into the factory case. 
one end wraps around your wrist and the other is stuck to the metal work bench that you are working on.

1) press x key to adjust axis scale
2) increase accel enrichment.  keep an eye on the max clamp  may need to increase as well
3) need to see stock wiring diagram to verify which style solenoid
4) scrape stock senor and wire in wideband
7) turn off decel fuel cut
8) sort idle control 

As steve said, you could try moving the vac line for the fpr from the num 4 runner and tap into the vac line on the bottom of the plenum that would go to the bov on the stock car.
But in all honesty, I would 100% revisit the entire fuel map.  It looks like the rocky mountains.  Out of all the subarus I have tuned, I have never had one with a fuel table that looks like that.  
There are some instances, with some cars, where you will have to have a ton of variance from one rpm/load site to the next to keep afr stable.  But that is typically for high compression/large cam N/A cars.  
Also, why does your throttle only go to 80% FP until you get to 5k rpm?  It is set up like that in the e throttle map. 

There is a base calibration in the help file for 1UZ.  Even if using non-vvti, the base cal is a good starting point. 
You will obviously have to configure your fuel settings to work as it is intended for sequential fuel.

You can wire two lsu4.9 sensors direct to the ecu and let the ecu do the control of the sensors.
You could utilize the zeitronix controllers that you have, but the lambda reading will typically be slightly off due to the analog to digital conversion. 
My choice would be let the ecu do the controlling.

for the boost switch it will need to be a general purpose switch.
Then you will need to set up a 2nd wastegate duty table and tell the boost control system to switch tables when DIx is active.

1 yes
2 yes master fuel is where you will start to scale the injectors
3 most supras have a fuel pump controller.  it may be bypassed causing the issue
4 you may need to turn ANV12 off or change the fault settings so the code doesn't come about
 

try cutting "Accel hold" in half

I had previously always used afr, but since heading towards multi-fuel setup, have made the change to lambda. If you remove all references to afr in your life, it isn't hard and doesn't take long to make the adjustment!

I don't have a Gen4 cal.  But I do have a handful of gen2 and 3 cals. 
If you are just looking for the trig set up I would start here
 

Under trigger modes in the software you will use the setting "Chev LS2/LS7" It will work with the factory sensors. 

Mouser part # 523-BD-06BFFA-LL7001

There is a difference in the sensor location as well as what the sensor is measuring.
Most cars will have the coolant temp sensor(CTS) in the cylinder head or the thermostat housing to measure coolant temp of the water coming out of the motor.
Some cars and bikes actually have a cylinder head temp(CHT) sensor.  This sensor doesn't go into the coolant but merely measures the temperature of the material of the head.
There are quite a few cars that will have a CTS in the head or thermos housing, and then also have a fan switch in the radiator end tank.
 
Easiest way to tell if the sensor in the head is a CTS or CHT is to remove it and see if there is coolant in the port where it goes.

part numbers for a and b connectors in attached pic
terminal part number is 3-1447221-3

Just out of curiousity, Scott asked about fuel pump operation and pressure.
Did you ever check into that?  No fuel pressure will largely impact how much fuel makes it into the motor.

I find that 04-06 Subaru pedals are all over ebay for around $40-50 US.
A while back I modified a Greddy manifold for SR20 with a Subaru flange to suit DBW sti throttle body.

solenoid 1 is just an on off solenoid
solenoid 2 is the pwm idle control valve

the older nissans had a typical IACV solenoid as well as an idle up solenoid to add air for extra load (ac, ps, elec.)
yes both get +12v switched and an aux out.
you really only need the PWM solenoid which will have an adjuster screw on it and a 4 bolt flange to bolt to the manifold.
The one with the adjuster is a pwm valve while the other is just on or off.
you want the main one with the adjuster.

PJM,
Sounds like you may need an ignitior as Simon said.  Not that many waste spark coils with internal ignitors.

Brendon001
Here is a screen grab of a log from my 3sge Beams in my 86 corolla showing vvt tracking in the middle graph