For the 5wire....you can de-pin the 4 wire connector and pin them into the 5 wire connector since you will be re-using the O2 signal, ground and for sure the heater and heater ground. You will more than likely have to run a wire or two from the connector to the ECU for the calibration resistor.
I am emailing you the schematics to show the differences.
Runs fine exept when it seems to fall into lean burn, then the injectors seem like they are randomly miss firing.... the car fights to maintain speed... drops slowly, then it seems like the lean burn mode quits and the engine goes back strong..... repeat for 67 miles and also saw a big mpg drop... from solid 50's to 40. hmmmm
The schematic doesn't show the EGR, but I think it is there.... the Helms does not indicate a lack of EGR on CA VX's... and I think I still know what an EGR looks like, even after all these years :-)
I am gonna verify the EGR to ECU mappings to make dang blang sure and then start monitoring the lean burn voltage differentials to see what that shows.... a too lean mixture to ignite 25% of the time would describe the symptoms exactly. :-)
When I had the Heater ground going to chassis ground, things ran real rough at lean burn
I now have the heater ground going to D22, along with the other wire.... Running much better.
But, the volt differentials between D8 D16 D18 are much broader than liste previously so I believe my ground situation still is not right.
The other thing that is interesting is the D22, D3 connections... which basically puts a resistor (in the harness) in between the 2.... that obviously affects that actual potential of the d22 ground with respect to chassis ground....
more playing around and reading... but HELP if anyone can simply solve this for me.... i am real close.