I double checked some recent logs. On an LS3 V8, not realy that close to an M272, i know, i had a rise of the mean airflow by 3,5% when dialing Lambda from 0,92 to 0,84..0,81 while increasing ignition some degrees.
How can that be explained?
As said above, on NA engine if exhaust is very restrictive, then anything you do to lower EGT (which lowers the volume of the exhaust, because cooler gas has less volume) will increase airflow through the engine.
The richer you set the mixture and the more you advance the ignition in that case, the higher the airflow will be. Does not tell you anything about the power whatsoever, because the highest airflow with a very restrictive exhaust will be at combustion limit, but certainly the engine will not make the most power there.
Another thing is confirmation bias, it can easily be that after a few runs the intake has cooled down and was less heat soaked.
This is why a conditioned dyno cell helps where the car is being cooled all the time and you can actually compare two runs.
Hell, on the street a change in wind affects MAF readings. The MAF absolute reading is actually completely irrelevant for tuning, especially fine tuning, most engines.
So where is the error in my explanation? Engine speeded up by energy from combustion. The more energy, the faster speeding up per time. Is that agreed or an error already in your opinion?
This is complete bullshit in this context, see above. Crankshaft acceleration rate itself does not have any impact on airflow. You can even do a reverse pull on the dyno, and it's all the same on NA.
What affects it is EGT, but best EGT is not best power, far from it.
You are observing changes in exhaust density and/or changes due to flawed measuring methodology. Then coming up with random things not rooted in reality to explain them.