Vaughan

@Vaughan I finally got round to setting the updated table breakpoints, and it is now detecting 0 = ON and everything else = OFF for the Traction Disable - thank you, I can now make it work logically to me - 0 is least traction control, 10 is most traction control

The Aux outputs are capable of producing a 12V square wave as they pull to ground and have a pullup to 12V

No issue with using just TPS as engine load, the comment about using the MAP sensor will be as opposed to using the MAF (which will also work but isn't as good as MAP).
Supports just about any CAN or Analog based Lambda setup, some like AEM X-Series over CAN have CAN stream files supplied as part of the PCLink install, others may require setting up yourself but should all be reasonably easy.
The pnp has Bean network stuff on it so it will keep the dash fuel gauge working as per factory as long as the fuel consumption stuff is setup properly on the ECU.

Direct control from the ECU won't be happening for modern transmissions as they require way too much IO. Communication with the factory TCU over CAN should be coming, I'm working on getting an ECU in my N54 powered 135i in my spare time which will involve a new CAN mode which should support the various transmissions that come in vehicles with that CAN setup (proper auto, single clutch automated and DCT).
What vehicle (model and year) and what engine do you have?

Great help I’ll look into calibrating everything as if I got if brand new. Thanks Vaughan for the help I’ll look into why it increases rpm after moving. 

So the Altezza has a throttle cable to throttle body with the aps sensors on the throttle body end of the cable setup and it then has a motor for moving the throttle plate and two tps sensors on the throttle plate position. From factory if you turn off the motor control you still get some control of the throttle plate just from moving the cable as a kind of limp mode but you don't get control of the full throttle range.
That looks like a factory throttle body and I can't see anything that would say it has been modified and so you will most likely need to setup all of the E-Throttle stuff (have a look at the sample map that comes with PCLink as a comparison).
To control idle speed you need to control either air flow into the engine, ignition timing or a combination of the two. Most cable throttle vehicles use some form of air bypass solenoid and most E-Throttle vehicles just open or close the throttle body. In your case you won't have an air bypass solenoid and so you will need to regain control of the throttle plate. Using Ignition timing to control can be really effective especially when used in conjunction with air flow control but you need to be in the right ballpark of air flow to start with.
@Adamw might be able to offer further advice on your setup.

You would set it up same as you would any other custom CAN, select a spare stream, add a frame (based on your screenshot they only have one frame per ID and no frame ID within the frame), add the appropriate parameters (Use the Receive Filter option at the top of the parameter selection window), set the start positions and width to match (if it says message position 0-1 that means start position 0, width of 16, if message position is for example just '4' then it is start position 32, width 8 as 8 bits per byte, note if using LS First instead of MS First your start position is the right hand end of the first message byte not the left hand end like MS First byte order is (the above doesn't specify byte order so some trial and error may be required if that information is not provided), set the multi, divider and offset as specified.
Once you've made the stream pop back to the Mode tab and setup a spare channel on the appropriate CAN bus to receive your stream with the correct ID, not our CAN ID box takes decimal not hex so 0x2B1 would be 1261 in decimal, windows calculator in programmer mode can do that conversion for you.
Runtimes exist for Lambda 1-8, sense resistor values will be of no use to you, no specific runtimes exist for those diagnostic code runtimes so just feed them into a CAN Analog or maybe a CAN TC, just a spare CAN input runtime that will take an integer value and not try and use it for anything. Battery voltage will also be of no real use.
 

As a side note integer values of different statuses in PCLink can be found using the Test Calculator tab and exact CAN information for Link CAN Lambdas and other devices can be found in the help manual under ECU Tuning Functions -> CAN -> Device Specific CAN Information
There are also stream files (.lcs) for a variety of devices in your PCLink install's CAN folder which can serve as examples of custom streams

You would set it up same as you would any other custom CAN, select a spare stream, add a frame (based on your screenshot they only have one frame per ID and no frame ID within the frame), add the appropriate parameters (Use the Receive Filter option at the top of the parameter selection window), set the start positions and width to match (if it says message position 0-1 that means start position 0, width of 16, if message position is for example just '4' then it is start position 32, width 8 as 8 bits per byte, note if using LS First instead of MS First your start position is the right hand end of the first message byte not the left hand end like MS First byte order is (the above doesn't specify byte order so some trial and error may be required if that information is not provided), set the multi, divider and offset as specified.
Once you've made the stream pop back to the Mode tab and setup a spare channel on the appropriate CAN bus to receive your stream with the correct ID, not our CAN ID box takes decimal not hex so 0x2B1 would be 1261 in decimal, windows calculator in programmer mode can do that conversion for you.
Runtimes exist for Lambda 1-8, sense resistor values will be of no use to you, no specific runtimes exist for those diagnostic code runtimes so just feed them into a CAN Analog or maybe a CAN TC, just a spare CAN input runtime that will take an integer value and not try and use it for anything. Battery voltage will also be of no real use.
 

As a side note integer values of different statuses in PCLink can be found using the Test Calculator tab and exact CAN information for Link CAN Lambdas and other devices can be found in the help manual under ECU Tuning Functions -> CAN -> Device Specific CAN Information
There are also stream files (.lcs) for a variety of devices in your PCLink install's CAN folder which can serve as examples of custom streams

Thanks, Vaughan! That seems to have done the trick. So far so good!

I'll see what I can find and report back, thanks.

Ignition 4 on the VR4 plugin is fine to use, it uses Injector 6 for the hold power relay instead of ignition 4 like the EVO 1-3 plugin does.

Thank you, I figured it would swap directions. I'll be grabbing some logs from this weekend tonight. The car is on the other side of the country so it makes it even more of a challenge.

Direct control from the ECU won't be happening for modern transmissions as they require way too much IO. Communication with the factory TCU over CAN should be coming, I'm working on getting an ECU in my N54 powered 135i in my spare time which will involve a new CAN mode which should support the various transmissions that come in vehicles with that CAN setup (proper auto, single clutch automated and DCT).
What vehicle (model and year) and what engine do you have?

The dwell runtime displays the measured dwell not the requested dwell, the difference comes from the dwell time being converted into engine angles and the engine speed changing between the start of dwell and the end of dwell.
 
Log one shows a big spike in manifold pressure right at the end of cranking which implies a big backfire and the long dwell at that point would be because of it calculated the end angle on a sudden spike of engine speed.
Log 2 shows the exact same sequence of events.
 
Can you take a trigger scope while cranking please and maybe double check your ignition timing with a timing light.

Find an appropriate offset using the Set Base timing window first and then use the individual cylinder ignition trim functionality to confirm which of the 8 possible angles you have synced on.

Have a read of the info in this post
 

To the same CAN Bus as the dash as shown in the screenshot from the PCLink help manual above.
This bit says that if you are using the 5 pin plug for CAN then make sure you don't have big long wires running off the serial plugs, this was only an issue when using one of the older CAN Dash looms that had the serial wires as well as the CAN wires in it. If using a loom with those wires present the easiest solution is to cut the serial wires off at the connector.

Yes a CAN JST, a CANTEE and an appropriate number of extensions would do the job. Note you want to keep the distance of the CAN Lambda stub from the main CAN bus nice and short.

I would recommend putting a fuel pressure sensor on it as your VE seems weirdly high at full load so I suspect fuel pressure is dropping off.

Got it resolved, on my old ecu there is a cable connected in with the abs ecu. I had to splice some wires and got it sorted, now the alternator works and fan works!

I believe that all Digital Inputs on G4X (and I assume G5) are capable of high speed input (10,000 Hz range) so this is probably why it doesn't specifically state it in the manual any more, like it did for G4+ and before.

Thanks Vaughan! I was able to lower my frequency by choose 2000ppm OC output on my Dakota Digital SGIG-5C which worked perfectly. I was ignorant to the frequency. Thanks to you posting that frequency I was able to figure out what to do. 
 
Thanks again Vaughan!!

Thank you so much, ill be going through and pinning over some parts of the x-16 connector todat most likely. Ill update you if it resolved my issue

I was able to solve the problem successfully, thank you.
https://drive.google.com/file/d/18lQPG4fYtax7UEQhzrjZpy0ECzSmrAUo/view?usp=drivesdk

Has been fixed and there should be a new PCLink installer on the website within the next few hours.