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Ive tried both the YDH1 and the HSF0 aka AMZ2 stall flash upgrade, and even have consistently tweaked out his fuel trims for him multiple times. Im not sure exactly what may be the problem, but it could be in some relation to the BF TB. Hopefully Eric will be able to help him out with it please report back to me with whatever Eric may find. Thanks for posting James. Im not sure about the throttle body either. Thats next on my list to check or swap. I did do a little seaching and found a post on SVTperformance where Doug at BilletFlow fixed a number throttle bodies due to an idle issue. However, this post was dated Feb 03, prior to my car being built build date 6/03 and Doug mentioned in the post that all throttle bodies from that point forward were manufactured to the new specs. Now we also know that he is no longer making the throttle bodies either. looks like your vac. is correct. I had a vac. leak after swapping my eaton for a turbo and it turned out that the EGR tube melted through all the heat shields and through a vac. I was seeing about 10 inches. put the egr block off plate and cap on and now see 20 at idle and car idles smooth as can be. Comp Orange: Eaton 80 128mph, 31 gears and 28 tall tires. Ported Eaton and 76 upper only. Solid axle Turbo: 723rwhp/689rwtq, 22 mustang dyno. All times are GMT The time now is 11:59 AM. Copyright 2012 vBulletin Solutions, Inc. All rights reserved. is owned and operated by WOT Networks, LLC Discussion on Chasing down a possible vacuum leak within 2003 2004 Mustang Cobra, part of the Mustang Modular Engine Tech category; Not necessarily. You can have a surprisingly large vacuum leak without any noticible driveability issues. And just because youre Not necessarily. You can have a surprisingly large vacuum leak without any noticible driveability issues. And just because youre running lean doesnt mean itll be reflected in your air/fuel ratio. The air/fuel readings are taken from the exaust, and for that reason youre usually looking at the the air/fuel ratio AFTER the PCM has made its decision on whether to fatten or lean out the fuel mixture. So, depending on the severity of the leak, you might have something like a Long Fuel trim reading of something like 17% for both banks but still read a good air/fuel reading because the PCM is compensating for the lean condition. If the SHORT fuel trims are going excessively positive, THEN youll see a change in the actual air/fuel readings. Does your datalogger have graphing capabilities? Ive seen rare cases where the MAF voltage fluctuates and spikes somewhat rapidly instead of maintaining a smooth, straight voltage reading. If you cant graph, you probably wont notice the fluctuations because they happen VERY quickly and youll never notice it if youre just looking at numbers flashing on the screen. But that issue DOES create an intermittent stall concern. Last edited by Damage INC; 11-08-2005 at 07:39 PM. I dont have a miss and the stalling is not every time I come to a stop. However, it will happen 4 to 6 times in a 15 to 20 mile stop and go drive. My idle is around 1000 at a cold start and will settle to around 775 after reaching normal op temp. If I come to a stop and it does not stall, the RMPs will be around 1000 for the first 10 to 15 seconds and then slowly drop to 775 to 8