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Kind of hard to read the plugs from the pictures provided. Overall they look fine, nothing crazy like a aluminum speckles on the ceramic or melted straps.

@Tsuki8 the min and max PSI values are kind of a tradeoff. You want sufficient injection early enough to prevent knock and resulting ignition retard. I would try setting the W/M controller to 10 min and 12 max for on/off type control and datalog. Look to see if you get any knock or timing...

Is this the one? https://f30.bimmerpost.com/forums/showthread.php?t=1648722 Yes the CTS is laggy, like a small top mount. It is much more enjoyable than trying to spin the stock unit to the moon and feel it choking up top. My other sports car is a forged 4.6L with big cams and a twin screw 2.8L...

After reading through all this, I have a question. If we wanted to compare our favorite Tuner's tune, why not post datalogs? My super simple understanding of B58 tuning goes like this: -Load/boost control - does the tuner scale/tune things properly to accurately control boost without throttle...

This @razorlab post is extra funny, now that it all makes sense. Edit: I liked this video.

Stroker?

Damn, now I have even less trust in logged variables that remain at a steady value. I guess this may be a reason to put a pressure sensor on the low pressure side via reflex analog input.

Any LL01 or LL04 is better than stock LL17 stuff.

The HPFP is the issue, it does not flow enough at low rpms as razorlab said. The tuner can try to tune around this HPFP issue by lowering boost at lower RPMs, where you run out of HPFP, to lower fuel consumption (lower power).

That is exactly what I want to do. Run pump gas in tank for DI and run race gas, ethanol, methanol in the fuel cell for PI. Did you tune your setup?

Since you are now spending $10k on a strategic combination of upgrades (manifold and trans), which are required at the HP levels you are trying to test at. Can you afford the extra $1,300 to get a set of injectors and reflex+? This way you can provide the community with meaningful pi di testing.

S58 please and thank you.

Tuning software (MHD, BM3,ECUtek) or ISTA.

Thanks for the information @zrk. I did not know that methanol would damage the DI. I was proposing that regular gasoline would be used in the factory DI system and a stand alone methanol fuel system feed the port injectors, as I know port injection components that handle methanol can be...

I would assume the math pretty much follows the power per cylinder calculation you used. Not sure if the B48 uses a balance shaft or if that would even affect the capabilities of this smaller version of the B58. I did 560 whp on 92 pump gas with a little W/M on a B58 with upgraded turbo and...

"You'd melt the DI injectors. You have to plug the ports, and you can't plug the ports, because you'd have to remove the DI injectors, removing the DI injectors freaks the car out. Codes for days." @zrk hey man I wanted to ask you more about your comment in the DI PI thread. I had implied that...

Thanks, it looks like the evaporative cooling is the main reason for the evaporative octane shift in that thesis.

We want to make that information hard to find so the question gets asked every week.

Could you not add a fuel cell and fuel system for methanol and plumb it to the PI fuel rail. Therefore running on pump gas via DI system and the PI system with appropriate injectors and tuning adds methanol as boost increases. At full tilt there would be very little pump gas via DI, most fuel...

How does DI achieve this claimed benefit of cooler air and gas into the cylinder as compared to PI? The second claim of better DI engine performance at cold starts vs PI may or may not be true but it does not matter. Why you ask, because even if you run PI on your car you still retain the stock...