I am the Cuda owner that put Ford's mass air computer system on my Cuda years ago. I have been very pleased with the engine's performance, economy and drivibility.
At the end of the summer I installed a Vortech V2 S-Trim supercharger to the engine, and I am still working out some of the engine's tuning issues that the supercharger created. Boost is great, but it can do a lot of damage to your engine if timing and fuel delivery are off.
There is no supercharger kit from Vortech for an E-body Mopar. Much less one that is running a Ford computer system. Therefore, some fabrication and customizing is involved. Without getting into too much detail, I have discovered that there are multiple ways to get the computer system to work well with a blower. Many of those ways involve tricking the computer and/or fuel delivery system to work under boost.
In my opinion, best way to proceed is not to trick the computer, but to tell the computer exactly what you are doing and what components your engine is running. This way the computer does it's job the way that it was designed. For example, if you choose to use 60lb fuel injectors and a larger 90mm mass air sensor, you could have a computer chip burned to tell the engine's computer about the changes. The computer chip can even be programed to change the Mustang's firing order to the Mopar's firing order (which would save a ton of time and inconvience in wiring.)
Many Mustang owners (especially the supercharger owners) are getting custom tunes which involve these computer chips being custom tweeked. A vehicle owner would take their car to a tuner with a dyno, then run the car through several dyno pulls. Between these dyno pulls fine adjustments can be made to the computer chip's program until the best air/fuel ratio, drivibility and maximum power is achieved.
I tried tuning my Cuda myself, but felt that it would be safer to get the engine tuned by an experienced engine tuner that specialized in the Mustang's computer system. During my dyno session, we discovered that my torque converter was loose because two of the bolts were stripped causing the converter to wobble. That ended any further high RPM testing. The only dyno run that was sucessful was cut short. The engine only revved to 4,500RPM's and the engine achieved 452HP and 526TQ. After I replace the converter, I plan to return to the dyno. I expect that the engine will make power to 6,500 RPM's.
