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Originally Posted by skittleslegend
The MAF actually works better with more air coming into it. Basically, it reads more accurately than other sensors, by sending air flow data to the engine so it can use a more balanced A/F ratio for combustion. To my understanding, the biggest problem with tuning won't be the MAF. It'll be the DBW throttle.
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No, DBW throttle isn't that much of an issue. Most tuners will allow the stock ECU to control the DBW cable, and interface it with another engine management, although with cars like the Subaru STi, that has DBW, they have chip systems, like Hondata, that will adjust all the necessary settings on the stock ecu (products like EcuTek and Cobb AccessPort).
MAF is a big problem because (well this is more pronounced in a turbo car) if the air turbulence is greater than stock, you will get incorrect readings. This is why on an STi, only two aftermarket intakes work. The AEM and others tend to create turbulence around the MAF and it gets incorrect readings. The big problem will be when turboing the car. The distance between the MAF and the throttle body will matter, then if you need bigger injectors, you will need to scale them in the ECU, or get a larger diameter MAF housing to adjust for the bigger injectors. Also with turbos, you now can't have a Blow Off Valve that vents to the atmosphere as you will cause the car to run rich by blowing out air that has already been metered. Of course then you can try and design a blow through MAF setup, but that takes some time and a good engine management setup.
The thing in the past that made tuning a Honda so fun was the lack of the MAF, now things will be difficult, unless Hondata comes out with something real slick.