You could actually fab up a functional air injection system. You could keep the same functionality with an electric air pump wired with two relays in series, basicly an "AND" logic circuit. One relay would be powered by the supercharger clutch wire, and the other by the diverter valve's switchover valve, owing that you would also keep the switchover valve. When both conditions are met, functional air injection results, just as the ECU expects. A trip to the junkyard could net you an air pump, as well as supercharger delete accessory drive parts from a non Kompressor M111.

Having the supercharger clutch wire connected to a relay coil may also prevent an "open circuit supercharger clutch" fault code. The best part is that emissions wouldn't have to suffer.

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90 300TE 4-M
Turbo 103, T3/T04E 50 trim
T04B cover .60 AR
Stage 3 turbine .63 AR
A2W I/C, 40 LB/HR
MS2E, 60-2 Direct Coil Control
3" Exh, AEM W/B O2
Underdrive Alt. and P/S Pulleys,
Vented Rear Discs, .034 Booster.
3.07 diffs 1st Gear Start

90 300CE 104.980
Milled & ported head, 10.3:1 compression
197° intake cam w/20° advancer
Tuned CIS ECU
4° ignition advance
PCS TCM2000, built 722.6
600W networked suction fan
Sportline sway bars
V8 rear subframe, Quaife ATB 3.06 diff