I think you might be getting to the point that you can drop a couple "really"'s from the title. keep working on it and maybe the "bad" should go too.
Appreciate that.
So here is my line of thinking:
Low boost (5-10) is possible and attainable by utilizing the salvaged M45 with the 2.9L, and from ancidotal evidence, even sustainable; my engine is mostly fresh. Heads are aftermarket J & C (think World Heads) with correct rockers and pedestals. Red rouge polished all control surfaces and pushrods for good measure. JBA headers are installed along with a 2.5" single stainless exhaust and Flowmaster Flowfx. Cam is healthy. Lifters are new. Distributor is new. TFI is remote mounted with cooling apparatus, and MSD coil is in use. Plenum, intake, and heads are all gasket match ported. Using a 54mm throttle body. High flow thermostat is in, 16in and backup 12in electric fans are on, and larger dual row radiator is next. M5OD transmission is rebuilt and installed. Should have put the 4.0 clutch in, but, meh. Wiring is good. Injectors are re-ringed, and fuel system is healthy. Put an air-fuel gauge on with a bosch narrow band O2 for kicks. This is the best this engine has been in 30 years.
Here's my stumbling point:
California MAF is a must-do at this point. It's running lean or rich with little in between, dependent on driving conditions. I'm boiling the speed density computer's brain. Tangent: I'm also over-heating my engine bay from the headers, but that is a separate issue. During the last long-haul trip (300 mi each way) I had to remove the front valence at a rest area to increase airflow to the engine bay and blow the "stank" out. Hood/cowl scoop time, which means I get to look like a ricer. Ugh.
My point of confusion is that I cannot figure out if the California MAF sensor is a restriction in the air delivery system. I do not know the ID of the housing. It seems foolish to me to have done all that porting work and exhaust work to put a air barrier in the middle of the system if the sensor housing is pitifully small. It also could be a choke point for the supercharger.
So from my understanding, my options are to go with the stock MAF, or attempt to use a larger housing and sensor and use a TwEECer to re-write my MAF transfers and possibly use bigger injectors.
If the stock California MAF is not an obstruction, I'd prefer to run it. Much cheaper. And if the California EEC (S0X box code) will run the M45 as well with the help of an intercooler, even better. If not, I'll have to start budgeting for the TwEECer and other stuff to go with it.
I keep getting stuck on the stock MAF, and if the MAF computer will allow for boost..
Edit: From what I can tell, the Ford part number for the stock MAF sensor is FO7Z-12B579-AARM. Any part number experts that can verify this?
Edit II: Called a Ford dealership. Parts catalog did not list a MAF for a 2.9 Ranger with California emissions. But, it did list a MAF for a 1990 Bronco II, 4wd, 2.9L, manual transmission: F0VY-12B579-A
Anyone have a cross reference on this?
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