If there is a log, that's what I look at. It contains something completely different.
Your config looked ok as far as the trigger goes. Not sure why you would get that pattern in the triggerlog. It should repeat all 8 ignition events (pink/purple lines).
In case you uploaded a new one, with correct ref tooth table.. ?
A few pointers.
Firing injectors while cranking should be redone in firmware. Firing simultaneously with divider 1 makes for very unpredictable fuel entering the engine, I would use divider 4 (once every crank revolution). The calculated cranking pulsewidth is divided by 8 in your config, and usually gets too short to actually inject a useful amount of fuel. This results in raising the cranke VE% or enrichment to higher values than are easily related to other engines.
With large injectors the problem gets worse.
For reference, the crank VE% should usually be the same as what you have in the VE table at 100 kPa and low rpm. You can tune that site by engaging highest gear and going WOT, and maybe using the break to monitor what the engine wants in case it accelerates to much.
For the wideband controller, use the default settings (available at bottom of dialog).
EGO closed loop control, "cycles before .. correction", lower it to 5-10 cycles instead of 24. And enable the speed settings.
You have A LOT of ignition advance at WOT on this engine 39 degrees is almost 10 degrees more than I would use even for a street tune.. Perhaps it's dyno verified, I don't know but that would just make me double check the TDC markings (ït's probably retarded advance).
Your target lambda should be changed, 0.85-0.88 at WOT 100 kPa is more likely.
You have a non-standard MAT/TPS enrichment table, it should work alright though.
MAT/TPS ignition retard starts too soon, you could start dropping ignition at higher temperatures.
Your acceleration enrichment table is a bit backwards when it comes to the rpm dependant table. I would use 100% at 1000 rpm and lower it with rising rpm.
