I tune 30r, 35r, 6266, 6262 etc mafless with large (890, 1000, 1700, 2200cc) injectors all the time. I can honestly say id rather setup a maffed car over mafless.  lots of fine tuning for large throttle with no maf. most times ill install a maf to get air over throttle maps close then remove the maf after, patch up dtc's and can hack. Mafless works but you are sacrificing resolution over all and requires a lot more fine tuning vs a mafed car. 

Call me retarded but isn't the MAF input to the ECU simply just a voltage signal?
Don't MAP sensors output a voltage signal as well?
Why would one not be able to log the MAF reading along side a standalone MAP sensor and find a correlation between the 2? Alter the MAF maps to follow the MAP sensors curve instead of a MAF sensors curve and adjust and tweak as necessary?

One shows flow, other shows pressure. You could say flow has RPM and engine data embedded into it.
Also, none of these cars have a MAP sensor, the pre-tb sensor is not a MAP sensor.

Now, on cars with actual MAP sensors - if you log airflow and RPM, and translate it to air/hub, then alongside it log MAP, RPM and IAT, you can fill a 3D MAPxRPM map, which tells you air/hub at a certain RPM and pressure ratio and then you still need to correct it by IAT. This table is called a VE table. I recommend you read up on how speed-density works.

This is very much simplified though. Because the MAP signal is much slower and more imprecise compared to the MAF signal - partly due to needing a lot more filtering and because it has to be sampled at a constant time relative to the position of every firing cylinder (as opposed to MAF that can be sampled continously or at an arbitrary interval), the transients in a SD system are usually compensated by an alpha/n blend.

I agree although;
Low air flow (ie throttle plate closed) equals vacuum and therefore a low voltage signal. Remarkably similar to a MAF signal.
Mid airflow (ie part throttle) equals somewhere between vacuum and boost, once again a rise in voltage should be able to be correlated between the two.
WOT will vary between no pressure/vacuum and max boost. As airflow, and as a side result pressure, increases,so does our MAP signal voltage.
The only place where I see this system causing some issues is WOT at max boost pressure.

Unless you are willing to share the coding changes and how you made the maps, people like me who aren't programmers have to find viable alternatives. My idea would work perfectly well. Use a standalone module to emulate a steady voltage signal modified to simulate a MAF signal is very feasible with something like an Arduino system.
Once again, share or stop insulting people trying to attack the situation from a different perspective.
I don't want to run a MAF because I hate them. Plain and simple. I don't care who you are or how good you are, placing even a minor restriction in the intake leaves power potential on the table and speed density systems are much more forgiving.

If you could emulate the MAF signal with an external device, there would be no need to dig into ME's programming.

I honestly couldn't care any less if you agree or disagree with my opinion on MAFs. You like them, run them. I don't like them so I'm finding ways to not run them.

Simple basic programming is much easier to learn than disassembling Bosch's programming and altering it.

Many people who have dealt with MAFs limitations and high failure rates despise them, much as as I do. They are finicky, prone to change reading values over there lifetime, shock sensitive, etc etc.