Acceleration Enrichment is additional fuel used to improve throttle response, much like an accelerator pump on a carburetor.  This fuel is applied as a result of an increase in throttle position or an increase in manifold pressure.  These tables can all be found from the pulldown menus by selecting VIEW/FUEL TABLES.

A/E FUEL VS. TPS RATE OF CHANGE

Displays a 2D graph of acceleration enrichment fuel applied as a result of a positive change in throttle position.  The faster the throttle position increases, the further to the right of the graph the cursor will move.  The bottom of the graph indicates the rate at which the throttle position is changing, and the left side of the graph indicates the amount of time that will be added to the base injector pulsewidth.

A/E FUEL VS. MAP RATE OF CHANGE

Displays a 2D graph of acceleration enrichment fuel applied as a result of a positive change in manifold pressure.  This graph works similarly to the A/E Fuel vs. TPS Rate of Change graph, but reacts to changes in manifold pressure rather than throttle position.  Because of variances in throttle body sizes, intake manifolds, etc., some engines will produce large changes in manifold pressure with a slight crack of the throttle, and others may produce very little change.  Your engine may or may not respond better by altering this graph rather than the A/E Fuel vs. TPS Rate of Change graph.  The bottom of the graph indicates the rate at which the manifold pressure is changing, and the left side of the graph indicates the amount of time that will be added to the base injector pulsewidth.  This graph is not used in Alpha-N mode.

A/E FUEL VS. TPS POSITION

Displays a 2D graph of the total percentage of acceleration enrichment fuel applied based on the current throttle position.  In other words, this graph shows, based on throttle position, what percentage of the total pulsewidth added in by the A/E fuel vs. TPS and MAP Rate of Change graphs will be used.  As an example, if 2 mS of fuel are added from the TPS rate of change and 2 mS are added from the MAP rate of change, the total A/E fuel would be 4 mS.  A percentage of this 4 mS value is then figured from the graph based on the throttle position when the MAP and TPS rates of change were detected.  This could be compared to the volume of fuel in an accelerator pump diaphragm.  At half throttle, the accelerator pump arm is already halfway through its travel and would only have half of the fuel in the diaphragm available.  Since the throttle is already halfway open, the motor should already be spinning fast enough that it won’t require a large amount of A/E fuel for good throttle response like it would from a dead idle.  An engine generally requires less A/E fuel as engine RPM increases, so this graph is usually set to decrease A/E fuel as TPS position increases.

A/E FUEL VS. CTS

Displays a 2D graph of the percentage increase applied to the pulsewidths added from the A/E Fuel vs. TPS and MAP Rate of Change based on engine temperature.  Because a colder engine often requires even more A/E fuel for good throttle response, this graph can be used to further increase the amount of A/E fuel applied based on the temperature of the engine.

MAP A/E PARAMETERS
Displays a selection of parameters affecting how the various acceleration enrichment functions are applied.  These settings are not used in Alpha-N mode.

A/E Map Limit
This is the point on the V/E table above which no more A/E fuel from the "A/E Fuel vs. MAP Rate of Change" graph will be applied.  On forced induction applications, it is recommended to set this value within the region where the engine is making the transition from vacuum to boost, typically between 100 and 110 kPa.  Setting this value above this range can cause unnecessary acceleration enrichment fuel to be applied as a result of increasing boost, resulting in a rich condition.  A similar situation exists in naturally aspirated applications.  It is recommended to set this limit to 5-10 counts under the region of the table where your engine typically runs at wide-open throttle.  This will prevent manifold pressure oscillations commonly seen in naturally aspirated applications from causing acceleration enrichment fuel from being applied at wide-open throttle.    

dMAP Noise Threshold
This is the amount of change in manifold pressure (in kPa) that the ECU will ignore before adding fuel from the A/E Fuel vs. MAP Rate of Change graph.  This is to help prevent a rich condition due to slight variations in manifold pressure at an idle or while cruising.  It is recommended to set this value as low as you can without causing a rough or unstable idle.  4 is a good starting point.   

AE MAP Decay  
This is the rate at which the ECU will decay out the added pulsewidth after acceleration enrichment fuel has been applied.  The larger the value entered here, the faster the added pulsewidth will be removed.