Electredge

That screen is only for the PDM controlled display that connects via the LDVS port.  In your case the dash would just be connected to the CAN bus and read the stream directly from the ECU.  You would set up the dash independently in RS3.   The advantage of the proper PDM display is you get to set it all up in the same place.  
You could still send messages to the dash from the PDM via CAN bus for example to flash the indicator lamps/high beam etc.  

Have you got a copy of your tune, plus a log that shows what's happening when this occurs?
 
For example, what are your targets? Are you trying to drive it to 100% open? Many throttle bodies don't like that, and are happier if only commanding something like 98-99%.

top left - file -> save as..... name it and upload that

An Alternator Control function has been made and should be available in the next major release version.

what kind of wire are you going to be using? regular txl? or /16 or /32? 
all of those wire sizes should be fine, injectors will need to be high impedance. 

7K narrow will see that.  
However, just for your interest, I rarely find the calculated frequency is ideal.   Below is a pic from me doing some testing on our EJ207.  The calculated frequency based on the 92mm bore size for the engine would be about 6.2KHz.  
Frequency is on the Y axis of this pic.  If you look at 6.2K, there is so much noise it is hard to really see any difference between knock and no knock.  If you look at the 2nd harmonic of this at about 12.4K, it is not really any better.  In fact about 8-9KHz has the best signal to noise ratio for determining knock in this case.  
But what Im getting at is the bands are usually quite wide - +/-0.5KHz is not going to make much difference.  

Yeah I have done a few over the years when Im interested enough but dont usually keep the spectrogram.  That one above was more recent so I still had the files on my laptop.  Mostly odd engines that not many would be interested in anyhow.  But one example I do remember is my Evo 7 (86mm bore) was similar to above, they have a resonant frequency type sensor standard (centered around ~13KHz), but the best frequency for knock detection according to the spectrogram was about 7.5K.  I think calculated frequency was about 6.6KHz but ended up working nice at 8.    

Sure, flick me a private message - just not too keen on the liability for distributing them publicly haha

Just came across this issue today with a new ARM64 MacBook Pro 14" and thought I'd have a crack at trying to build a customised driver for it before I found this thread
The latest Silicon Labs universal driver for the CP210x chips (10.1.10.103) supplies binaries for x86, x86_64 and ARM32 / ARM64
The driver bundled with PCLink appears to be the slightly older 10.1.3.2130 and only supplies x86 and x86_64 binaries as stated
I modified the 10.1.10.103 driver manifest to include the Link USB vendor/product IDs and disabled Windows driver signing and it seems to work like a charm, though I only played around with it for 5 minutes
Picture of PCLink running on Windows 11 ARM64 virtualised under MacOS Monterey 12.0.1 attached
@Adamw I know that MacOS support has specifically been ruled out, but is there any chance of the universal Silicon Labs CP210x driver version 10.1.10.103 being rolled out with a new PCLink release? 
Having the driver properly signed would be awesome and make the process painless, as well as adding support for real Windows ARM64 devices which are bound to become more prevalent in the next few years

Easiest option is find the large barrel shaped TVS diode, clip 12V onto the striped end, ground on the other leg.

G4+ and G4X are both selectable?
 

I will add a little more info here since I have quite a bit of experience in this strategy.
I agree with ECU settings as per Scott's suggestions, but I would say nearly always it would be worth while to have a "MAP sensor" connected also.  In this case however you don't connect the MAP sensor to manifold, you connect it to the airbox (your FPR reference should also be tee'd to this same measurement point).  The ecu and FPR will then keep fuelling more consistent when the airbox is subjected to aerodynamic effects.  If airbox and general intake design is good I often see 4-10Kpa positive pressure (ie you will need 4-10% more fuel) on high speed sections so it can be a significant effect.

I've had good experience with ECU Master PDM ;D 

I know you can do this by downloading the group of logs from the ecu at 1 time, but if a few logs have been downloaded and deleted or even a few pc logs, it would be nice if I could open them all in 1 to feed more samples to the mixture map.
 

if it is tuned via MGP, it should be automatically correcting for barometric pressure... attach your map 
I also see a couple spots at idle 800rpm....  using different fuel tables....  fuel table 1 and the other using fuel table 2

do you have any log files of it at a steady idle at both elevation levels? I can very easily find the Barometric Pressure variations but not something easy to find something to easily compare... I can see some points in the map to adjust but I would need that direct comparison to be sure, need it to be steady at the same rpm for at least 10-15 seconds to confirm

You can already do this with a GP output/Virtual Aux.  Example below would log when RPM is above 2000, TP is above 20% and ECT is above 70C (all conditions must be met).  The 10 sec off delay will prevent it turning off when the throttle is closed for braking etc.
  

Just a small one, Confirm log delete in ecu logs. If you accidentally click on delete all logs, there is no conformation dialog.

Will be in the next G4X release

Yeah some of it is related to the single 12v supply pin and probably other considerations such a pcb track widths and heat sinking etc.  Pin B5 only supplies the aux9/10 h bridge

Although the Aux 9/10 hardware would be capable, we dont yet have a high side drive option in the software when they are set to GP Output.  
I just looked at the documentation for the chipset we use on Aux 5-8 and I reckon one of those will do your Vtec solenoid high side drive no worries. As usual our quoted specs are very conservative.  Even though we quote 0.5A, the chipset doesnt over current protect until 6A minimum.  However I would only put high load through one of the aux 5-8 channels in this case.  

That pic is not of a factory 1.6 MX5 TPS pinout.  As I said above they only have a ground, a WOT signal and an Idle signal.  Most likely that pic you show is taken from either a megasquirt or speeduino plug-in manual in which they do a weird fudge at the ecu pinout and send 5V down one of the original signal wires.  Obviously not a great idea when the factory connects that same wire to ground, so it is a nice way for someone to short out the ecu on first poiwer up if they dont read the manual before plugging it in.
You can do the same if you wish by splicing the WOT signal wire (pin 21) to the 5V (pin 8) and move the idle signal wire to pin 7.  

For a turbo engine like this with a plenum and single throttle your best option will be MGP on both the fuel table axis and lambda target table axis.  

they you have a sensor problem, actual wiring problem, or the trigger teeth are broken or too far away 

you can use an ohm meter to test the injectors, if they are high impedance and you still have the stock resistor ballast in place its not going to control the injectors properly.