2020 Mustang GT Predator Blower swap need help tuning

Hi, im novice to this whole tuning thing but wanted to give it a go. However i quickly learned there aren't many references to consult in an attempt to build this skill. I was hoping someone could offer me some guidance in that regard. With that being said does anyone have any supercharged gen3 coyote tune files I could maybe take a look at so I can compare them to my stock tune file? Right now im working on trying to get this 2020 gt500 predator supercharger to run on my 2020 Mustang Gt. Also any advice/feedback would be greatly appreciated. So far i've only attempted to update injector data. The car turns over and quickly kills. Everything on the car is mostly stock. Really need some help. Thanks

Here's whats on the car.

2020 Mustang GT500 Predator Supercharger
2020 Mustang GT500 Fuel Rails
Deatschwerks 95lb(1000cc) Injectors
VMP Fuel Pump Voltage Booster
Stock Fuel System
Stock Throttle Body coupled with Airaid CAI

hit me up should you need a professional tuning service

Just look at a roush or Whipple tune. Should help you

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Originally Posted by Pistol_91

Just look at a roush or Whipple tune. Should help you

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I've been looking for one but cant seem to find one would you happen to have one i could use?

What maf? What tb? How did you get di injector clearance?

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Originally Posted by engineermike

What maf? What tb? How did you get di injector clearance?

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Everything is stock for the most part
i used a throttle body adapter plate from vmp and used my stock throttle body with and Airaid Cold Air Intake
to clear the DI i used vmp intake manifold spacers but jccustoms.com offer a cheaper alternative they take about 2 weeks for him to finish them though. get 2in ones because i bought the 1.5in ones thinking they would provide the clearance needed and they just didnt seal.

Stock diameter maf or does the cai replace it?

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Originally Posted by engineermike

Stock diameter maf or does the cai replace it?

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Yes. one side of the adapter plate mates to the stock gt throttle body and the other side mates to the inlet of the supercharger. there are 8 screws on the adapter plate four that screw into the throttle body and 4 that screw into the supercharger

Not the TB, the MAF.

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Originally Posted by engineermike

Not the TB, the MAF.

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Yes stock MAF

If we know the TB, MAF, and injector data are all correct, the job gets easier. I know many folks get tricked up by the injector data due to the scaling and assumed default pressure, so I'd verify that first.

Beyond that, this most likely turns into speed density and torque model tuning issue. The first thing that pops into my head is was the IMRC delete done correctly. If you log mapped point, you should be using only the IMRC-open mapped points like MP14 and up. It should start at MP14 and idle at MP15, generally. Once you've confirmed that, it moves on to getting the SD and torque models accurate. You can borrow these from Whipple or Roush cals but the tricky part is making sure the data is going from and to the same cam timing. In other words, Roush might use MP0 for 0,0 cam timing, while you are using MP14. So you'd copy the torque, SD, and probably BLK and MBT data from Roush MP0 to your MP14. Whipple was using MP14 for 0,0 but I would confirm in whatever donor tune you get your hands on.

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Originally Posted by engineermike

If we know the TB, MAF, and injector data are all correct, the job gets easier. I know many folks get tricked up by the injector data due to the scaling and assumed default pressure, so I'd verify that first.

Beyond that, this most likely turns into speed density and torque model tuning issue. The first thing that pops into my head is was the IMRC delete done correctly. If you log mapped point, you should be using only the IMRC-open mapped points like MP14 and up. It should start at MP14 and idle at MP15, generally. Once you've confirmed that, it moves on to getting the SD and torque models accurate. You can borrow these from Whipple or Roush cals but the tricky part is making sure the data is going from and to the same cam timing. In other words, Roush might use MP0 for 0,0 cam timing, while you are using MP14. So you'd copy the torque, SD, and probably BLK and MBT data from Roush MP0 to your MP14. Whipple was using MP14 for 0,0 but I would confirm in whatever donor tune you get your hands on.

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I came across a Whipple tune file done on a 2022 Mustang Gt I ended up using the IMRC delete approach taken from that data. I also input the injector data that came with the Deatschwerks 95lb injectors. After implementing these change now all the car does is start, idle at roughly 2000rpm for about 5 seconds, idles down and kills. were as before with the stock injector data the car starts, idles similarly to the aforementioned around 2000rpm, and then ramps up in rpm to about 3000 and fluxuated between 2500rpm-3000rpm but doesnt kill. This is as far as i gotten. As for manipulating mapped points and torque tables im not all too seasoned with it. Perhaps you can shine a bit more light on the topic. Thanks for the help.

This is the tune file i used to edit the IMRCs and my injector data closely resembles this files as well seeing as we are both using about the same size injectors

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Originally Posted by Jacoby Colbert

This is the tune file i used to edit the IMRCs and my injector data closely resembles this files as well seeing as we are both using about the same size injectors

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Attachment 143670

This is the alterations ive made on the tune file

Sounds like your port injector data is a mess.

Try forcing 100% gdi and see if it runs. Log mapped point weight and confirm it’s using mp14-15 during start and idle.

But that injector data is from Deatschwerks verbatim? perhaps I input it wrong?. I mean it seems right. GDI? And I don?t think the car runs long enough to log any data yah know.

The logger can start logging even before it cranks.

Ill give it a try. Force 100% GDI? pardon the ignorance not familiar with the jargon.

Gas direct injection. Youd switch di blend to manual and set it to 90% as a test.

ohk thanks for the help ill give it a try and see what happens oh and about the MAP if you were referring to the actual sensor i dont have the stock sensor im using the IAT2 sensor which is tapped into the rear of lid of the supercharger.

When did I refer to MAP?

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Originally Posted by engineermike

When did I refer to MAP?

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You didn?t my apologies I misunderstood. Also I tried the method you mentioned and didn?t get any change. It starts and kills almost instantly still. Any other suggestions?

Did you do what I said in post 15 and log mapped point weights?

Yes. but it still died. It was logging at 14 and then 15 as you mentioned though. I ended up changing the injector data. turns out you were right I input the wrong injector data because i was only able to view one of the 3 tabs available.I had to use a different software to view the data tabs at the bottom. it idles muuuuuch better now i can begin making the necessary corrections to the tune file so that the car can actually run properly. Thanks for you help so far.

ok soooo. I took the car out for a drive finally. and at around 50mph the car throws the wrench and goes into limp mode. I turned the car off pulled the battery off the terminal for a while to reset the ecm and tried it 2 more times and each time at 50mph it does it. ill post the log of the occurrence. perhaps someone can shed some light on this situation. thank you.Attachment 144537

What was the code? Nearly impossible to tell anything with that log considering you're logging like 12 channels.

my apologies the was the default log screen i didnt make any changes or alterations to it. i can redo the log is there something in particular youd like me to log so you can see it better? and i didnt get a chance to see what codes were throw. but something else did come up. exhaust mode selection not available idk if that means anything to you.

I went back and got the codes that the car is throwing they are:

0x78: P06E9 - Engine Starter Performance (Pending, Current)
0x78: P2008 - Intake Manifold Runner Control Circuit/Open (Bank 1) (SES. Pending. Cutent, Permanent)
Cx 7E8: P2119 - Throttle Actuator A Control Throttle Body Range/Performance (Pending)

I did the imrc delete strategy and disabled them and set the desired position to open should I remove the DTC mil lights from the diagnostic tab as well or is that unnecessary?

Also the car ran fine in drag mode for a while but when I put it back into normal mode and tried to do a pull it threw the wrench again. All other modes are inaccessible just normal and drag and idk if it?s a tune issue or mechanically related.

A self-identified "novice tuner" might want to think twice about starting with a TI-VCT torque model calibration as their starting point. Even more complicated is adding in forced induction to that mix. Even more complicated than that is a pieced together OEM swap kit for that same vehicle.

Blindly copying/pasting data from other online files will never result in a properly running vehicle and will most likely lead to a failed engine or worse.

The reason you can't find much online help is because the time investment required to learn these vehicles is substantial and nobody is going to give that up free of charge.

Lets assume for the sake of discussion that the engine is 100% mechanically sound - (which it likely isnt) you're still going to have a hard time properly tuning and getting the vehicle to run correctly.
Now when you add in the vacuum leak, worn out sensors, or other issues that are inevitably present, you have a tall order to fill.

best think you can do is have a professional who tunes these cars on a daily basis provide the calibration for you so you can enjoy the vehicle.

If you insist on tuning it yourself, then I would strongly recommend starting with a much more basic combination before you attempt to learn the Gen 3 Coyote control logic. It is not the same a Gen 2 and definitely not the same as Gen 1 and those are already complicated enough.