This thread will host my info and understanding on maf tuning and issues.
Also a quick background
Why I like the idea of using maf is because imo it has a better sense of airflow though the engine.
and like most stuff there is pros and cons.
Personally I have two people lined up to transfer over to maf based ms2extra, one is a turbo bmw, the other is a stock Nissan hardbody. They both run diypnp units. I think the Nissan hardbody is a very prime candidate for this type of work due to it being all stock. Once I have the curve of its stock sensor setup then mostly anyone with that hardbody should be good to use that curve in the setup. Maf is in the throttle body anyways.
Also I have made a simple guide so far.https://docs.google.com/document/d/10h4 ... prli4/edit
I'll start by saying maf usage requires proper fuel injector settings or else you will have issues.
With proper fuel injector settings, a good starting transfer function and wideband you can get a running car done very quickly.
If the car has a turbo setup its best to run a diverter valve if you plan to use the maf infront of the turbo.
Also you should have a good amount of piping space between the maf and any bends and before the filter.
Do not cut out any mesh screens as they are for keeping flow laminar though the maf elements and do their job well.
If you want to understand maf tuning even more I suggest this bookhttp://www.amazon.com/Engine-Management ... 1932494421
I use it as reference material for any issues I have.
I only use MAF for fueling as primary alogthrim. With this you will not tune a VE table, instead you tune what is know as a transfer function.
A map sensor has a transfer function as well, but its linear, if you know min and max you can plot the rest of the area. With a maf sensor its an exponetional curve. So knowing two end values can't get you a transfer function that easy, but there is ways to figure out the curve with some math.