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The whole "it's only necessary at 500+ HP" is kind of a misquote people have thrown around for years. A single MAF reads between 1V and 5V, and 5V happens to be around the amount of air necessary to make 500 HP.
Jim Wolf's dual POP setup involves using a single MAF, then doubling the ECU's K-value (injector multiplier). So the MAF only reads half of the intake air, but then the ECU doubles the amount of fuel supplied for the amount of air read. Doing this basically doubles the range of air the ECU can read, since what used to be 5V worth of air now comes in as ~2.5V (it's not linear like that, but for the sake of conversation...). So basically, when Zs start pushing past 500 HP, it becomes necessary just because that's around the point where you'll start pulling in more air than a single pop setup can meter. That said, the Selin translator is nice because it allows you to run a dual pop setup in one of two ways. In ADD mode it's basically plug-and-play. It reads both MAF sensors, adds their value together and sends that value to the ECU as a single value. With a stock ECU or an ECU set up for single intake, this works perfect. This doesn't eliminate that "500HP ceiling" though, because the output voltage will be the same as if a single MAF was metering the whole intake track. In these cases, it becomes necessary to use a JWT-style dual pop tune like I mentioned above, and to put the Selin translator in AVG mode. This gives a more accurate reading than simply using one maf and a dummy maf, but instead of adding the values, it averages them. The ECU/tune is therefore required to run a doubled K-value so the ECU will still inject the correct amount of fuel. Long story short, everyone benefits from dual MAF setups, even NA guys. Hope this helps.
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