Whats the difference between the two I bought it at canadian tire for 250.00 bit of a rip.... And I was thinking of buying a new MAS but if it doesnt work then i am back to square one just weird that it did sorta correct the issue well its a lot better now still a bit of hesitation on occasion so the sensor was bad the old one.

A code reader just gives you the trouble codes while a scanner can give you the actual reading of various sensors with the engine running. If you can't get the MAF frequency with your scanner I have the AutoTap scanner that we can use to get it. I'm in North Tonawanda - just south of Niagara Falls, NY.

Ya thats not to far from me at all I am in niagara falls ontario is that scanner expensive? I should get one like that but ya that may help for sure... I hope its not a voltage issue that will be hard to narrow down

Pull the plug out and turn the key to on and see if there is 5v to the + wire. The MAF should be labled so you know which one should be 5v. Im betting there is not 5v there. If not, there is a fuse for that, not sure which one it is on your car, but if you don't have 5v start checking fuses you'll probably found one thats blown. If not then you can start tracing wiring.

my car will run with it unplugged i tried that abut i didnt check for power. But that still wouldnt explain why the replacment one made the problem 100 times better

I'm sending you a PM.

what is a PM

It'* a "Private Message". Scroll all the way up and at top right of your computer screen, below the red bonneville, between "Memberlist" and "Log out" you should see text that says "You have 1 new message" (or more if anyone else has sent you a PM) Just ckick on the text and it will take you to the private message screen.

Here is some info about P0102 and it looks like the voltage, ground and even IAC are possible culprits along with all other soleniods.

DTC P0102
Circuit Description
The mass air flow (MAF) sensor is an air flow meter that measures the amount of air entering the engine. The powertrain control module (PCM) uses the MAF sensor signal to provide the correct fuel delivery for all engine speeds and loads. A small quantity of air entering the engine indicates a deceleration or idle condition. A large quantity of air entering the engine indicates an acceleration or high load condition. The MAF sensor has the following circuits:

An ignition 1 voltage circuit
A ground circuit
A signal circuit
The PCM applies a voltage to the sensor on the signal circuit. The sensor uses the voltage to produce a frequency based on the inlet air flow through the sensor bore. The frequency varies within a range of near 2,000 Hertz at idle to near 10,000 Hertz at maximum engine load. If the PCM detects the frequency signal is less than the possible range of a correctly operating MAF sensor DTC P0102 sets.

Conditions for Running the DTC
The engine is cranking or running.
The engine speed is more than 50 RPM.
The ignition 1 signal is more than 8 volts.
The idle air control (IAC) position is more than 5 counts.
The above conditions are met for more than 0.5 second.
Conditions for Setting the DTC
The PCM detects that the MAF sensor frequency signal is less than 1,200 Hz for more than 12 seconds.

Action Taken When the DTC Sets
The control module illuminates the malfunction indicator lamp (MIL) on the second consecutive ignition cycle that the diagnostic runs and fails.
The control module records the operating conditions at the time the diagnostic fails. The first time the diagnostic fails, the control module stores this information in the Failure Records. If the diagnostic reports a failure on the second consecutive ignition cycle, the control module records the operating conditions at the time of the failure. The control module writes the operating conditions to the Freeze Frame and updates the Failure Records.
Conditions for Clearing the MIL/DTC
The control module turns OFF the malfunction indicator lamp (MIL) after 3 consecutive ignition cycles that the diagnostic runs and does not fail.
A current DTC, Last Test Failed, clears when the diagnostic runs and passes.
A history DTC clears after 40 consecutive warm-up cycles, if no failures are reported by this or any other emission related diagnostic.
Clear the MIL and the DTC with a scan tool.
Diagnostic Aids
Inspect the harness of the MAF sensor to verify that it is not routed too close to the following components:
The secondary ignition wires or coils
Any solenoids
Any relays
Any motors
Inspect for any contamination or debris on the sensing elements of the MAF sensor.
A wide open throttle acceleration from a stop should cause the MAF sensor parameter on the scan tool to increase rapidly. This increase should be from 3-10 g/* at idle to 150 g/* or more at the time of the 1-2 shift. If the increase is not observed, inspect for a restriction in the induction system or the exhaust system.
A high resistance of 15 ohms or more on the ground circuit of the MAF sensor may cause this DTC to set. A high resistance may cause a driveability concern before this DTC sets.

I went through the steps to test for voltage make sure MAF was cleaned good. tested ground etc. I noticed today it stalled onme three times which it had not done before. I also unplugged the MAF sensor and drove and so far no hesitation which makes no sence at all. I also tested the intake air tempature sensor and it is fine as well. So not sure what i can do next I may need to use scan tool to see the g'* for the mass air. The same code keeps coming up and nothing else even with it unplugged