Stop Increasing CID: CDE & Its Effects on VE Tables 

Let’s discuss VE tables and how to handle VE clipping (reaching 127.5 ) without resorting to Cap and Scale. For years tuners have been increasing CID or fudging the Injector size to handle this issue. Although it may solve the immediate issue for you during the tuning process it is not the appropriate methodology. Both of these tables are Global settings, meaning they affect every part of the calibration. Increasing CID is the most commonly used method to address this, but it has a major drawback. The further you move away from the actual Displacement of the engine; the more supporting tables must be scaled to operate correctly because you are adding more AIR to the equation. This will affect tables such as AE and DE (Acceleration Enrichment and Deceleration Enleanment) for example, and other related multiplier table. If we must go this route, we want to increase CID by the minimum amount possible.
The Injector size should always be the actual size on the bike as fudging this number has a stronger negative effect on the calculation of the Base Pulse Width (BPW).
CDE (Charge Dilution Effect) tables are in the calibration specifically to address abnormally high VE’s in the regions of the cal below 60kpa.
The areas above 60 kpa should be dialed in and on target before making CDE adjustments. One also needs to look at the Injector duty cycle when dialing in the upper regions of the calibration (70 kpa and above) and make sure the MAP Normalization process has been completed and is in alignment. (MAP Normalization will be covered in another segment.)
The CDE tables are separated by Front and Rear Cylinders and they are multiplier tables. Most cases of VE clipping occur at or below (mostly below 60 kpa.) The CDE tables have no effect on the VE tables above 60 kpa. CDE effects are not linear when applied as at 60 kpa they have a small effect, at 50, 40, 30, as MAP pressure drops they have a larger impact.
When making CDE adjustments reference your highest VE tables at 70 to 100 kpa to establish a baseline for targeting what the 60 kpa and down tables should look like. These will never be perfectly straight lines but should not have huge VE disparities.
If your VE is 120 for example and you are at 1750 rpm’s and 15 percent Throttle that should tell you it is an incorrect representation of air flow as is impossible to fill a cylinder to 120% capacity with the throttle blade 85% closed. What it says is the VE table in this area is simply scaled improperly for the parts combination on your bike. The CDE table rescales the VE table at 60 kpa and below to a more reasonable representation and allows you to avoid rescaling using Global settings when you only need to rescale one table.
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