Vaughan

Iv probably answered my own questions , I should look in the obvious place 1st and follow the help file setup  
assuming my x series controller  is set as ID 0 i believe the following should work have loaded the AEM x series streams, will see how it goes when I get the wiring finished off and get to testing.

GTT plugin doesn't have the TPS buffer for the Attessa computer like the GTR does so your 4wd won't be happy if you just throw a plugin in. You'll need to build/buy a buffer circuit or setup a spare output as an 'Analog output' style setup which is what I did for mine. Buying a little buffer circuit is the easiest, I didn't do that because I'm running E-Throttle  and so will have a different TPS voltage range on my throttle body than the factory one.
From memory pin 37 is the one that needs a buffered TPS Output on it, if you have a search of the forum you should be able to find this info on some other posts.

"Limit Flags Word" is a good one to log also.  

unfortunately not but that's a good idea.  I just replaced the coils with a new Oem set.
That was an excellent idea, thank you. Sure enough i'm seeing some negative values where there shouldn't be.  Didn't catch that in the logs as i was so focused on everything else.

Have you seen the Engine Speed ROC runtime value? It might work as some approximation of engine roughness.

It was the weekend.  We are 1 day ahead of most countries down here.  I still try to answer most basic forum posts in my own time from home but cant do a lot of proper testing while not at work.
This morning I have tested your map with the new firmware on the bench extensively, simulating the same operating conditions that your logs show.  I duplicated several different operating conditions for completeness but done the bulk of my testing at 4400RPM, 160kpa MAP, 13.8V, 35IAT, 85ECT, which is about where you see the biggest lambda difference in all your logs. 
Monitoring all 4 injector outputs against the trigger signal for timing using a logic analyzer.  After more than 50 runs/ign off/restarts I always have exact same injector pulsewidth and correct injector timing every test.  The PW that the ECU is commanding matches what Im measuring on the analyzer and also matches what I get using a manual calculation.  
So when the Injector PW and injector timing is correct and the same every test I can not see any other way the ecu can influence Lambda.   We can only conclude the lambda difference is from an external influence.  Perhaps an intermittent misfire on one cylinder or some temperature related change in the injector.   
 

You’re the best, as usual

Something I've done recently is add a knock warning to my CE Light, I used a math block to calculate knock level - threshold and put it through a gp output to get an off delay (hold time) and fed it into the CE Light Aux.
So far I've only used it for playing around with setting up my thresholds (so I can see how often it happens and for a clearer picture of when it happens) but I imagine it will be very useful once I've finished setting u the knock too. It has also been very useful for reviewing Knock stuff in PCLink logs as often the knock stuff happens too fast to be caught by PCLink but the knock light status can be used to see when it occurs without needing to actually see the knock level above the threshold.
 

https://drive.google.com/file/d/12GZSZAg6jeBTNCVDXYxCYxS6m9u773s5/view?usp=sharing
I am sorry. Please try now.

Yes I can send basemap and some logs later today. I noticed that when I keep injector timing at 320 btdc than car is not running right you can feel it is running rough and afr was leaner ( bad afr) but after around 15 restarts afr changed to richer and car was running smooth and nice. When I changed injector timing to 680 btdc car was running smooth and nice ( richer afr) but after 10-15 restarts it did changed afr to leaner one and car running rough again. So to make it run nice it must be set to 680btds but still change afr once every 10-15 restarts. I will send some loggers later today.

It's on my list to look at today, might get pushed to tomorrow depending how the other things go

Great. Looking forward to test it. Thank you so much!!!

Here is trigger scope. I did picture of it but file was to big. Please let me know if you can open this file. thank you
TriggerScopeLog.llgx
 

Bit of an odd request but if you have the vehicle running and change your injector timing from 320 BTDC to 680 BTDC does this give the same difference in displayed Lambda/AFR values?

That a good question. Let me try that and post back!

It's always been there, typically we have it setup so that new installs will be logging all the new runtimes so most people never need to touch it
But yeah if you log less you can log for longer with less load on the computer

Nice and simple ones:
Smoothing of the fuel level sensor to prevent intermittant low fuel warnings and give am more stable reading:
Parameter A: GP Input Fuel Level
Equation: av(a,10)
 
Calculating centre diff speed differential on AWD
Parameter A: FL wheel speed
Parameter B: FR wheel speed
Parameter C: RL Wheel speed
Parameter D: RR Wheel speed
Equation: ((a+b)/2)-((c+d)/2)
The output of that will be km/h, positive values for front wheel spin, negative for rear wheel spin (relative to each other)
 
Calculating Error in GPS speed readout
Parameter A: Driving wheel speed
Parameter B: Driven wheel speed
Parameter C: Longitudinal acceleration
Parameter D:
Equation: (a-b)/c
The output of this hopefully should prove a theory that the error in GPS speed is directly proportional to the acceleration of the car. Just taking some data points from old logs makes this appear to be about 12.5km/h per G of longitudinal acceleration. If I can pin this down to be pretty consistent then I can trim my GPS speed input with the value and make a more accurate driven wheel speed value on my AWD. Basically acceleration supplemented GPS speed. Id like to see if there was a better way of doing this too.
 
Im also looking at doing one to calculate rate of change of coolant pressure to feed into some engine protection for my head gasket, but I haven't yet worked out what I would use as a threshold for that protection to activate as I have never had a head gasket fail yet to collect data from. 
 

yeah that shows fuel and spark being commanded from the ecu, turn off the fuel and set the base timing.
Don't forget timing can be bang on on the crank pulley but 180deg out on the cam so if it's getting fuel, getting spark, isn't flooded and is backfiring out the intake try moving timing offset by 360deg.
Also use the ignition test to ensure your timing light setup works before you start cranking it over for base timing

I'll call in @Vaughan to see if he can take a look at the reason for no dwell.  Im not in my office today so dont have all the info or gear I need to test what is going on.  On first peak I thought the scope looks like it should be acceptable to me.  Possibly trig 1 arming threshold is a bit too high, but lets see if Vaughan can test on the bench or has any other ideas.  Otherwise I can take a closer look at the end of the day. 

The Haltech gauge is locked to the Haltech protocol, it will need a few custom streams set up to duplicate the haltech messages for the channels he wants.  
 
Can you set up your CAN mode tab like below then go to the CAN devices tab and see if it finds a Lambda.  Suspect it maybe programmed as something other than Lambda 1.  

 
 

well the mystery issue has finally been solved it was in fact much to high of a master fuel level, the master fuel was set at 17 as that is where the car liked to start when it had the bad o2 sensor in the car. However after changing the sensor the car was now able to start with only changing the master fuel setting back down to 8. Now finally the car is responding to changes in the fuel map as it should and we have already taken the car around and began tuning its drivability but only under no heavy load, I am saving that for my tuner to handle I just need it drivable to get it to him safely. 
 
A massive thank you to everyone who has helped me on this, I love this community here and will always be a link ecu supporter and fan. I even managed to talk my buddy into getting a link for his 1990 eagle talon and we cannot wait to start getting that all set up!

Just wanted to thank everybody for the input, car runs now! Turns out the 14v source I tapped into must have been weak. Ran it from somewhere else and now everything fires up smooth!
 

Maybe try looking at the wire colours out of the ecu and matching them up to MAF wires?

Only Link devices show up in the CAN Devices tab.
If you are referring to CAN 1 not being connected CAN 2 is connected should be able to be used in parallel with the dash temperature stream. It also looks like you have overwritten Stream 1 with your Lambda setup which will cause issues for you, you should have your Lambda setup on Stream 2.