Vaughan

That did it!!!!
I can't believe it was that simple of a fix. That makes complete sense now. It looks like that's a default setting in the basemap that neither myself or the tuner thought to change.
I'm sure glad for your help, thank you so much!

I can do one better, here is a copy of the tune, do note I'm not a professional tuner and my motor does have a slightly higher compression ratio than yours.
Also for the Fuel stuff I was running some Bosch 700cc/min injectors and had an aftermarket fpr due to it being a returnless fuel rail on the motor.MX5 VVT turbo last copy of tune 9-5-2023.pclx
And here is a copy of the 191kW dyno pull
191kw pull PC Datalog - 2023-03-29 4;51;09 pm.llg

legend! thats going to be super helpful for me to have somthing to refrence incase i get stuck. Cant thankyou enough mate!

This is the target table from my old NA MX5 which had an NB2 VVT motor, G19 manifold and TD04HL turbo, it made just over 250whp (191wkW) with ~180kPa MAP at 4000rpm and ~205kPa MAP at 7000rpm on NPD 100 Octane fuel (New Zealand).
note my Y axis is MGP not MAP so just add 100kPa to compare it to yours.
 

Not all NBs, the Japanese NB1 and NB2s that I have dealt with had returns and my NZ new NB2 was returnless so would need confirming for that particular car.
 

Hey thanks for the reply. I will take a fresh log here during lunch and post up the log with the tune file. This happens while watching the computer during normal driving, I can glance over at the computer and see the green dot floating around the center or slightly outside of center as it should, then next minute i lookover and the dot would be way outside of screen as if up on the headlight of the vehicle image, dot will be frozen and not moving. I will post up a log as soon as i can thnaks.

Awesome that fixed everything! I started the car and let it warm up before giving it some revs. I'll attach the log (It's in a zip because its slightly larger than the max upload). Does it all look correct? Also the AFR was reading about 12.8 at idle and stayed just above 14 after I gave it a rev.
Thanks so much for all the help.
6.7.23.zip

yes

I have just looked at the schematic, there is a jumper on the ECU which is used to connect Ign5 to one pin or the other, move this jumper to the other location and it should all work.

Ok so I grounded the pin and I heard a relay under the dash switching and the pump running.

G4X Atom, Monsoon and Storm only have one CAN Bus, G4X Xtreme and Fury have 2 CAN buses, all G4X plugins have the hardware for 2 CAN buses but when the vehicle the plugin is intended for has a CAN Bus connected to the ECU one of those 2 CAN buses is used to interface with the vehicle's factory system leaving one spare CAN bus for aftermarket devices.
The WRX V10 plugin does not have a CAN bus set aside for OE functionality and so you should have 2 available CAN buses.

you need a very small flat head screwdriver or something else narrow and pointy, each row in that plug has a catch that keeps all the pins in and you undo this catch by prying out the bits on both ends so that it can bend away from the plug, each pin then has an individual tab that can be flicked out of the way allowing the wire and crimp to be pulled out the back of the plug, nothing should need to be forced particularly hard.
Alternatively just unplug the whole plug and slip a bit of wire into either the ecu side of it or the back of it and touch the other end of that wire to ground.
Any exposed metal surface that is attached to the chassis, I often use the metal pin on the door strap
Does your tacho work? I think I vaguely remember having the Tacho output set wrong in an earlyish copy of the sample map. a quick test of Aux 2 to Test On (PWM) with a frequency of 33Hz should show about 1000rpm (if my quick maths is correct).
Ign 6 being set to tacho would explain the egr solenoid pulsing at power on if it is doing a tacho sweep. The reason I asked about testing Ign 6 was just to see if the fuel pump wire was run to it instead of to one of the pins listed as fuel pump in our documentation.

I think when I had the car running yesterday, I remember noting that the tacho wasn't working. 
Your quick maths was dead on haha. Does this mean I should switch the tacho from Ign 6 to Aux 2.
I'll ground the red and white wire now to test.
Oh quick question, I'm going to slip a wire into the plug and then ground it, so do I slip it into the back of the connector when it's still in the ecu. Or take the plug out, leave it out and ground the wire without the plug connected to the ecu. I'm assuming I'll have to turn the key to on either way to test.

If you remove that red with white stripe wire and ground it while the ignition switch is on does the fuel pump run?
If it doesn't can you try turning on the ign6 test to see if the fuel pump runs please

Sweet, that lines up with my documentation, including the wire colour, do you have ignition 5 setup as Fuel Pump, does the pump prime at key on, does the pump turn on when ignition 5 test is turned on?

Your MAP sensor calibration or wiring is wrong, it's showing a MAP value of 56.1 and a BAP value of 103.6 with 0RPM, these values should be the same when the engine isn't running. Given it has a voltage of 0.52V I would lean towards that being a wiring thing.
I suspect those injectors are bigger than 700cc/min actual flow rate as the VE table values (Fuel table) seem weirdly low.
Actually I take that back sorry, it looks fine in the log but not in the saved runtimes in the tune
I assume you're still running the factory Coils? The log looks like it is happy, have you confirmed the fuel pump is running and that it has fuel pressure? do you get any noises like it is trying to run from the engine? have you done an injector test to make sure they are all working properly?

The NA6 has the fuel pump relay through the MAF, the NBs do not, is it an NB1 chassis and wiring loom or is it an engine swapped NA6?
 

Given that the previous owner repinned his harness to suit a G4+ I'm going to go ahead and assume that it was wired to suit a G4+ NA pnp. Do you now have a G4X NB1 pnp that you have changed the harness back to factory to suit?
I suspect the problem is to do with the re-pinning/setup in the ECU. My notes have the Fuel Pump wire listed as being Light/Green in the US and JDM models and being connected to the 3N pin on the ECU header, do you have a light green wire going into the ECU and if so which pin hole does it go into? if you remove this light green wire and ground it while the ignition switch is on the fuel pump should run.

Sorry I should clarify. He repinned his harness for the g4+ but I still have the stock harness and hence the nb1 g4x.
I'll check for that wire now.
 

Got it. That was the problem. Thank you for your assistance 

Yep factory coils. MAP should be fine because it's the onboard 7 bar sensor. 
I can't hear the pump running, but there is definitely a smell of fuel.
I've just jumped the fuel pump relay through the diagnostics box and can hear it running, so I'm assuming that the fuel pump isn't running. In the g4+ user manual the attached image is shown. Is it possible that because I'm running no MAF the fuel pump is refusing to activate?
 
Ok so I started the car with the fuel pump relay jumped and it idled. I started the log after it started running cause I honestly thought it wouldn't work. It idled well but stalled when I gave it a blip of throttle.

PC Datalog - 2023-07-5 12;30;49 pm.llgx

I generally like to have CLL off when I am tuning.
Correct, quick trim only looks at the supplied Target and actual and doesn't take into account any trims.
Are you using two distinct Fuels and so only ever in one table or the other or are you doing any blend of two fuels and so interpolating between the two tables? 
It fills out the LTT tables the same as it would with a single table, it does not look at anything other than the various CLL lockouts.
There is a new user lockout coming in a future release which would allow you to disable CLL and LTT based on whatever you want.
There has also been some work done on allowing the user to specify percentage trims to take into account when generating the mixture map but this hasn't been completed at this point.

Well that is awesome news. The traction control units on the market now seem to have nowhere near the control or functionality of the RLTC and I was worried about having to change, Thanks for your help

"pulse width modulated injector signals which control limit the injector current" are also known as "Peak and Hold" where current into the injector is limited to a large initial 'Peak' current and then held at a lower continuous 'Hold' current. If you are not using Peak and hold injection on your current G4+ Setup then you will not be using Peak and Hold on your new G4X setup. 
Given that your account says you have a 300ZX plugin your existing ECU won't have Peak and Hold Injection and your injectors won't require the use of Peak and Hold drivers so the injection driver type will not be an issue for you.

To make the CE light on the dash do more than just the standard CE light functionality you will want to set the CE Light output to another Virtual Aux and set up a gp output to control the actual Aux Output that is connected to the light in the dash and then use that gp output to either output the state of the CE Light virtual Aux or your preferred output to indicate immobiliser state.