The data-logs that vindex1963 sent contain data on the sensor readings. What I look for are problems with the short and long term fuel trims, spark and other reports. If the O2's are good (and they did cycle frequently) and the MAF is clean, then the data is considered reliable. I saw less than a 4% error across the board on the LTFT's, so the O2's are reporting that the PCM is pleased with what is going on internally. The standard factory specs are +/-5% and unless we tested the car on a dyno in a sealed chamber, we can expect there to be some minor deviation in the #'s.
Can this show a HP improvement, arguably, yes. Say you do pre and post data logs with learning disabled. If you have a difference in LTFT's that show fuel is being added, it is reasonable to think that airflow has increased (all other factors being the same). You can also data log the RPM's vs. processor time and if the RPM's under load reach a predetermined point in a shorter time then there are only 2 possible explanations; the vehicle weighs less or is putting more power to the ground. I call it the "Excel Dyno". It is 100% repeatable, but the numbers mean nothing to anyone else. It is a relative measure of power.
The biggest source of your intake dilemma is the MAF itself, Ford reduced the size by almost 1/3 and used a new sensor. This is the same sensor in many other vehicles and it appears to be as much of a corporate cost cutting measure as it is a way to keep people from “Modding” the intake path. I’ll be dynoing some solutions next month.
A new air filter can EASILY gain you 15 to 20 HP over one that is clogged. Happens all the time. Now 4MPG from putting an egg beater or coffee frother in your intake? Don't think so. I have a "turbo" thingy that was tested on my Ranger in 3 different places in the intake, all neeting 0 gain. Save your money.
Looks good and don't let the turkeys bring you down!