Bram

I just had some spare time to look at this request a bit closer today.  It appears basic Subaru DCCD functionality like some other ECU's offer should be mostly doable with the functions we already have available.  I dont know how well it compares to the OEM control strategy however.
Diff control is simple PWM. 
From what I can gather from a couple of "competitor brand" maps, the vast majority of the duty cycle control comes from a basic 3D table which is Speed Vs TPS.  On top of this main 3D table there are a couple of other conditions (probably only applicable to rally cars) to unlock the diff during handbrake slides and during left foot braking (we already have conditions available for GP PWM outputs but there are other thresholds needed for these rally conditions so we would need to involve a couple of virtual aux's to duplicate these well).  
The only bit that I dont have enough information about (or possibly I just dont understand the logic well) is it appears during braking an extra 2D map comes in to play.  Again i think we could duplicate this reasonably using virtual auxs to switch to a different table.  Neither of the maps I have appear to use any G or yaw sensor, steering or other driver inputs.
The DCCD-Pro seems to do things a little different to above and information on it is sparse.  I think when/if we add 4D Aux tables that will allow us to do it a bit nicer.  
The main hurdle I see is you are going to need about 5 years of track tuning to get all these tables dialed in...  
      

+1 to this, more virtual aux would be great, but if there were more than 3 conditions available then you wouldnt need to stack them together.

Example... I'm wanting to setup a warning light that is triggered by different conditions.
So for example, if rpm is xyz and oil pressure is below abc, then flash the light.
But then also trigger the light for other functions like maybe excessive coolant temp / oil temp, etc etc.

dont forget to follow the instructions to configured that sensor on the software, is very easy to do but it have to be done or the engine wont start:
 
The Nissan 360 Opto Trigger Mode is designed for use with Nissan optical Crank Angle Sensors (CAS) that have 360 evenly spaced slots and 4,6 or 8 different width slots. Digital trigger decoding uses all of the 360 slots to achieve precise engine position calculation.
 
Of the 4, 6 or 8 slots, one will be wider than the others. This Widest Slot is used by the ECU to determine the engines position in the firing order. As the width of this slot varies depending on the exact CAS used, an automated setup procedure has been provided.
 
Note: THE ENGINE WILL NOT START when Test ECCS Sync is turned ON.
 
Setup Procedure:
 
Setup ECCS Trigger Decoding as follows (Read the entire process and ensure you understand before starting):
 
1.Ensure the 360 slot signal is wired to the ECUs Trig 1 input.2.Ensure the 4,6 or 8 slot signal is wired to the ECUs Trig 2 input.3.Switch the key on, do not start the engine.4.Connect to the ECU using PCLink.5.Ensure all Configuration options are correct.6.Under the Fuel heading, select Fuel Setup. Set Injection Mode to OFF. This will prevent the engine from starting.7.Under the Triggers heading, select Trigger Setup.8.Select Nissan 360 Opto as the Trigger Mode. Note that this will initialise all trigger inputs to default values. The default values are as follows:·Trigger 1:·Trigger 1 Type = Optical/Hall·Trigger 1 Pull up = ON·Trigger 1 Filtering = Level 1·Trigger 2:·Trigger 2 Type = Optical/Hall·Trigger 2 Pull up = ON·Trigger 2 Filtering = Level 19.Select the resolution mode. Select Low Res Mode = ON for engines with aggressive cam shaft profiles or lightweight flywheels. This will provide improved timing stability on engines that have large variations in CAS rotation speed per revolution.10.Set Test ECCS Sync to ON. This will put the ECU into a special mode where it will automatically calculate the position of the widest slot. Note that in this mode the ECU will disable both fuel and ignition. Enabling this function will also initialise the ECCS Widest Slot value to 0.11.Open the Triggers/Limits tab of the Runtime Values window (F12 key).12.Crank the engine. This will start the widest slot calculation procedure. This procedure will take about 4 seconds. If the procedure executes correctly, the following should be observed:·The Trig 2 Signal run time value will display YES first, indicating the ECU detects a correct 4, 6 or 8 slot trigger signal. If this value displays as NO during cranking, check sensor output and wiring.·Trig 1 Signal runtime value will then display YES, indicating the ECU detects a correct 360 slot trigger signal. If this value displays as NO during cranking, check sensor output and wiring.·Finally the ECCS Sync runtime value will display YES when the process has finished.·ECCS Widest Slot will change from zero to a value indicating the width of the slot (typically between 5 and 25).13.If after 10 seconds of cranking the ECCS Widest Slot value is still zero, an error has occurred. Recheck all trigger wiring and test the CAS output. If this is OK, repeat the entire procedure.14.If the process completed successfully, switch Test ECCS Sync to OFF.15.Remembering that the Injection Mode is still set to OFF, crank the engine and check that a stable engine speed (RPM) is obtained and the value is consistent with a typical cranking speed.16.Set Injection Mode back to the desired option.17.If all is OK, perform a store to permanently save all settings to the ECU.18.Set the base timing before attempting to start the engine (DO NOT JUST TRY STARTING THE ENGINE!). 
 
 
I just copy paste the info that you can find on the help section of the software, is really usefull you should try it you will probably learn about a lot of stuff searching for your answers.
 

360 teeth
goes to Trig 1, 4 teeth to Trig 2.

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.

Can report that the fault has been able to be replicated and engineering will have resolved in the next release.

Thanks for uploading the base-map. The engineers will work on fixing the FP Speed problem on channels that can't do PWM.
I've had a quick look over your base-map and didn't spot anything strange. Most engines running on modelled fuel mode seem to need a value of 60 to 70 in the idle area of Fuel table 1, so you could try setting cells in this area to this value.
You will want to use a timing light to check/set the base timing.
The higher numbered aux channel labelleling will be included on our next main firmware release.
Scott

I think if you keep things how Adam suggested but add a 3rd condition to Aux 8 then the  scavenge pump will not start running when you turn the key on and rpm is zero. Something like this:

Scott

I havent thought this logic through in great detail, but this screen shot should give you the basic idea.
In this example, Aux 8 will be on when condition 1 or 2 is true.  Condition 1 would be the running engine conditions - lets say RPM is >10RPM .  Condition 2 will be your shut down timer - When RPM falls below 10, Timer 1 is "activated" by virtual Aux 1 which will then start counting up (to 40sec) in the background, When Aux 8 condition 2 sees the timer count hit 30 seconds it shuts off oil pump.  Clear as mud?  Hopefully its easier than it sounds on screen...
I would try it like this and see if it behaves as expected - the part Im not sure about is the timer might start timing as soon as you turn ignition on (before you start engine), if it does you might need to add another condition to prevent that.
how to screenshot on windows

Hi Bram,
To answer your questions:
Q1. Yes, here is how we do it in our WRX V10 (2.5L e-throttle) plug-in ECU:

Aux Output 6 (FP Speed) goes to pin B27. Pin D30 is not used by our plug-in ECU.
Q2. Left hand is as your are sitting in the car. I'm not sure why the engineers chose that cam for the Trig 2, the pattern on both cams look to be the same, but offset. Maybe it is something to do with how the cam patterns are offset in comparison to the crank pattern.
Q3. 
Pin C17 is An Volt 10 which is Accelerator Pedal Sensor - Main Pin C28 is An Volt 9 which is Accelerator Pedal Sensor - Sub Pin C15 and/or C16 should be +5V to the sensor Pin C34 and/or C35 should be sensor ground to the sensor Q4, This may be possible, but I don't know anyone who has done it before.
Q5. Yes, this should be possible, you will need to use the ECU's Hold Power function to keep the ECU alive after the key gets shut off. See PCLink Help > Wiring Information > Power and Ground Wiring > ECU Hold Power Wiring. Scroll towards the bottom of the page and you will see two diagrams for wiring the Thunder for ECU hold power. You will want the ECU hold power timer to be set to longer than you want to run the oil scavenger pump for. You will also need to think about what condition you want to activate the scavenger pump under, maybe engine speed = 0 and ignition switch = off. You will have these conditions activate one of the ECUs timers and then have the timer activate an aux output that controls the pump.
Scott

Good day to you Bram.
Dave is very much correct in that we would need a fair bit of feedback to answer you with more detail. However, I can completely understand where you are coming from when you say that you don't understand the listed features. I would advise that you speak with the chosen EFI calibrators as they will be able to give you a more definite response with respect to what you will need to have to meet the engine demands presently and what might come in the way of available extras. They or a Link dealer will best be able to help you directly.
For your personal knowledge and understanding the present ECU product line from Link all use the same G4+ platform. With the exception of the Atom, all other ecus have on-board knock detection, 25 channels of data logging, Motorsport features and the OBD-II CAN output protocol. From there the ECUs can be simplified and differentiated based on available input channels and output channels. As you go higher in model you can expect to see a higher count for inputs and outputs, as well as a greater diversity on the types of these inputs and outputs. For example, inputs channels can cover switched signals which are simple on and off (activation switch of ALS) to digital like that of a high frequency (vehicle wheel speed/compressor wheel speed from a turbocharger) based signal. Inputs also come in the manner of transducers (pressure sensors - MAP, EBP & crank case) and thermistors (temperature sensors). Outputs can be viewed as injector control circuits, relay operated circuits (fuel pump & radiator fans) all the way through to advanced pulse width modulation controlled devices such as solenoids (boost & some idle control valves) to variable valve timing actuators or even drive-by-wire modules.
I really hope that this is helping you and not confusing you. What I do for ECU sales where I am asked to either make an advisory or if I am doing the installation and calibration work myself, I normal put the project down on paper where the inputs, outputs and the specifics for the calibration work is laid out in a manner where you differentiate what is needed upfront and what is being requested as extra (would-like-to-have functionality). From there it's easy to see what ecus will be a good match, what ecus will leave the project with a loss of functionality, and what ecus will cover the project entirely with room for expansion. In theory, this should be the end user experience from an authorized dealer or support personnel.
Should you have more specific questions that you will like to ask then please feel free to follow up accordingly and we will try to assist you as best as we can.
 
Thanks for choosing the Link brand, cheers!

Hi Bram.
I love the FURY for 4 and 6 cylinder installations.
Having a direct onboard wideband does have advantages.
The ECU monitors the wideband at all times for errors.
If using a standalone unit , one must assume the WB SENSOR is ok.
With the FURY if there is a fault it will show up in the run time values.
You are correct the FURY does use the LSU 4.9 sensors.
Regards
Dave.