2.7 eta engine the idle stabilizer valve ("ISV") is the thing that's about 6" long and an inch or so in diameter, connected to the cold start valve with a 3/4" (or so) hose and to the air intake just prior to the intake manifold by another 3/4 hose. There's also a two-prong (in my case) electrical connection at one end. At the other end is one hose, and an inch or so back from that end is a right angle connection for the other 3/4" hose. Bentley manual shows the short 3/4" hose connecting the ISV to the Cold Start Valve to come off the right angle connection and the hose from the intake inlet to connect to the ISV at the end of the piece opposite the electrical connection. So the ISV is perpendicular to the axis of the engine. My car had it plumbed in backward..from that, intake plumbed to the right angle and fitting on the end plumbed to the Cold Start Valve. I've been having problems with idle, either too low or too high...although running a 195ÃƒÆ’Ã†â€™ÃƒÂ¢Ã¢â€šÂ¬Ã…Â¡ÃƒÆ’Ã¢â‚¬Å¡Ãƒâ€šÃ‚Â° F t'stat (in place of an189ÃƒÆ’Ã†â€™ÃƒÂ¢Ã¢â€šÂ¬Ã…Â¡ÃƒÆ’Ã¢â‚¬Å¡Ãƒâ€šÃ‚Â° same) has helped by bringing temp (gage reading) up to just shy of 1/2 from just shy of 1/4. Just noticed the variance, so swapped the ISV to match the pic (#6-10) in the book. Seems to have made it worse...not is idles at about 1000 and revs to 1500 then drops back down. It may take a bit of time for the computer to "get used to" the different fitment (? I see that changes like this often take 5-10-15 min of running before things return to where they ought to be) I'm going to test the valve (per Bentley) in the morning when it's about as cool as it will get. But...is there a functional difference in the way the thing ought to work....At first thought it seems that when the valve opens air flows regardless of which is the supply line??