Well I diasagree with your ideas purely due to these facts:
That ECU is CALIBRATED for a certain orifice size in the ECU, i.e for "x" m/s the ECU will inject "y" litres of fuel, and as you may know flowrate, Q=A.v, where A is the cross sectional area, and v is the velocity of the air passing through the cross sectional area measured, at any given point in time. Thus for the point you stated, i.e a fixed volume of air which is dictated by the volume of air induced by the engine per 720° the crank turns (lets assume 100% v.e., therefore 2.5L of air), the velocity will be lower through the large diameter MAF than that of a smaller ID MAF. And therefore the MAF will report a lower velocity to the ECU, which in turn makes the ECU think that less air is entering the engine and thus the ECU REDUCES the amount of fuel injected into the engine for that volume of air, thus increasing the A/F ratio (leaner).
Regards, Anastazi Father of the Aussie Bar anastazi.sarigiannis@aam.com"Computer games don't affect kids. I mean if Pacman affected us as kids, we'd all run around in a darkened room, munching pills and listening to repetitive music." ----------------------------------- 2000 Silver Frost SVT #1126 of 2150 8" AFE/"Big-Mouth" Intake, Modified BAT Pipe, IAT Mod - A'PEXi S-AFC, Superchip, No Secondaries, Cobra/CSVT Hybrid MAF, Magnaflow True Duals, MYSTERY Mod, Autolite AWSF22FS's and FMS Wires, ES MM Inserts, Cross Drilled/Slotted Rotors w/ Greenstuffs, APR DTM Spoiler, Escort Cossie Vents, NACA Duct, Mirko Splitter, Koni's & H&R Springs, 24mm "Aussie" Sway Bar, 18" Enkei RS-5, 225/40R18 KDW-2's. Pioneer DEH-P7000R, TS-6975's, TS-6855's, MTX BE104, MTX Blue Thunder PRO502 http://www.geocities.com/qikslvrsvt
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