Red G82 MHD+ Fastest — In our opinion, the S58 is the best motor that’s come out of Bavaria in a long time. It combines the smooth power delivery of the B58 with the big power potential you’d expect from an M car and backs it all up with a robust AWD drivetrain. It also doesn’t have some of the weak points of earlier BMW Twin Power Motors.

S58 WITH PUMP 93OCT:

Red is Map2 on 93
Blue is Map1 on 93
Green is Stock on 93
This car has Front mount intakes and high flow exhaust
We setup all of our tuning with dual map switch on the fly options. This gives you a more conservative and more aggressive calibration at the touch of a button.

STOCK S58 WITH FLEXFUEL:

BEND CALIBRATION DYNO E55 CONSERVATIVE — Stock hardware and fuel system with flex fuel above on an ideal calibration not pushed to the max. This is what we generally recommend.

Full intake/exhaust setup above with a max effort flexfuel calibration on stock fuel system.

Another Max Effort Calibration on stock fuel system with good flowing intake/exhaust setup. Built by MaximumPSI

MAP POWER LEVEL VS ETHANOL CONTENT

Our direct injection calibrations make peak power in the E50-E60 range to take full advantage of the octane of ethanol. Power is reduced at high ethanol contents to stay within the mechanical limits of the direct injection only OEM fuel system. If fuel system upgrades are added, this limitation is removed.

S58 FLEXFUEL ETHANOL BLEND BEND CALIBRATION — We generally set up Map 1 for Circuit (Soft Torque) and Map 2 for Drag (Full torque)
Basically Map1 is the low power map and Map2 is the full power map to keep things simple.

NWCARBON HAUS SINGLE TURBO G80 M3 — NW CARBON HAUS SINGLE TURBO

PORT INJECTION

There are 3 primary benefits when adding port injection compared with as stock DI (Direct Injection) setup:

You can run high ethanol blends up to 98% which has much higher octane than a typical 50% ethanol blend
We can run richer air/fuel mixtures which are much safer than leaner combustion levels of DI only, max effort calibrations
More power as we can make up to 780whp when fully pushed on an optimal car with good air, good hardware, and good density altitude. Most cars typically in the 750whp range. Both of these numbers are risking rod bending on any calibration.

All three of the above advantages come with PI because the limitations of the stock DI system is alleviated by adding a PI system.

FOUR B PERFORMANCE G80 G82 S58 — A Max Effort - Stock Turbo PI setup and the client picked up 50whp by swapping to a much better intake/exhaust setup. Previously had maxed out around 725whp.

COMMANDERWIGGIN X3M F97 PORT INJECTED MAX POWER CALIBRATION FASTEST DRAGY 60-130 — F97 X3M with turbos completely maxed out; port injection allows for safer fuel mixtures and full power at maximum ethanol content. This is rod bending torque

SPEED LOGIC S58 DSPORT PORT INJECTED MAX EFFORT FASTEST S58 — Another Stage 2 + PI shows that the turbos are maxing out around this power level. Variance from approximately this power level on a max effort calibration are within the margin of error, have better or worse ambient conditions, or a dyno that is reading differently from a standard dynojet at sea level.

PORT INJECTION - CONSERVATIVE CALIBRATION

SAFE CONSERVATIVE S58 CALIBRATION MHD+ SMOOTH POWER DELIVERY — Above is a stage 2 + PI on pump fuel (blue) and ethanol (red). Both calibrations are sensible and leave some room on the table for realistic variations in fuel and air quality. This calibration is similar to how we run our own personal cars. 8/10 effort.

BASIC HARDWARE CONSIDERATIONS

When running the stock DI (direct injection only) fuel system, maximum power is achieved in the E50-E60 range. There are a couple caveats worth mentioning when running a max effort stock fuel system tune: 1) Exhaust cam tracking may display some inconsistency. 2) Achieving these higher numbers requires running a leaner, more aggressive mixture.

Adding PI completely alleviates both of the above issues. It allows maximum power on full E98.

Intakes: Avoid hot air engine bay intakes; utilize cool front mount intakes or sealed airbox intakes that receive cooler air from the front of the car. Higher flowing intake setups with improved inlets have the highest potential to make the most power since the pressure drop is much lower so the turbos don’t have to work as hard to flow.

Exhaust: Higher flow setups can yield more power potential

HPFP AND DI INJECTOR UPGRADES?

We’ve had great success with Dorch HPFP’s and upgraded S58/Nostrum injectors on the B58 engine and need more testing of the upgraded HPFP/DI Injectors on the S58 before we can recommend this pathway. Regarding the FX350 injectors and Spool HPFP's or Nostrum S58 Upgraded Injectors we may run into issues when tuning these and I'll try to explain very briefly. The HPFP's are driven by the exhaust cam and we've seen on all the S58's (and B58's) that when you push the HPFP's to their limits this puts more strain on the exhaust cam and the exhaust cam no longer tracks the target. The engine will make less power in the event that the exhaust cam does not follow our targets. So I don't expect us to be able to properly take advantage of the full power delivery of the upgraded HPFP's or injectors…however we are absolutely willing to put our best work into testing this and letting the results speak for itself. The results you may see posted online by others may have cam tracking issues, HPFP pressure issues, or lean conditions in order to sell a product and we will absolutely verify this before we say otherwise, this is just us being up front and we look forward to further testing these products and getting many sample points to verify so if you’re interested in running this, we will tune the DI upgrades to the safe limits of their capability.

When in doubt, the simple solution here is to run port injection which does not suffer from exhaust cam tracking issues (until built motor hp levels) and has much higher output capacity. We can recommend solutions on built motor hp levels to overcome this issue as well.

SELECTING A PLATFORM

We offer S58 tuning on the three major tuning platforms which include MHD, BM3 and ECUTEK and depending on your goals we can advise you directly on what the best solution for your setup is, please reach out to us directly at tuning@bendcalibration.com ; more details below

MAXPSI BIMMERCLINIC SINGLE TURBO RECORD HOLDERS MPACT BIMMERS VS THE WORLD — Maximum PSI has worked with us directly with tuning on all of their MHD+, BM3 (including REV2) and Ecutek tuned S58’s over the years.

With the addition of Autotuner and Femto “Full” unlocks in late 2025, selecting between the three primary tuning solutions we offer has become significantly more straightforward. Below is our current attempt to recommend the best tool for the job based on typical use cases and configurations. We continuously revise this blog to ensure the information remains accurate and up to date.

Please note that we do not provide unlock services, and unlock availability and requirements are frequently changing. If there is any uncertainty, we encourage you to email tuning@bendcalibration.com so we can verify the best recommendation for your specific setup and goals.

As of January 2, 2026, and based on our years of experience tuning the S58 platform, MHD+ has proven to be the most advanced solution available. It allows us, as tuners, to achieve the most consistent and reliable calibrations across a wide range of vehicles. In addition, the team at MHD provides exemplary support to our calibration team, which further enhances our ability to deliver high-quality results to our customers.

PORT INJECTION CONSIDERATIONS

If you’re running port injection, all three main platforms offer integrated port injection support, which is essential for properly running PI and tuning higher-horsepower setups. Older systems, such as BM3 CustomROM V1.1, do not have this capability.

The current platforms that support integrated port injection are MHD+ with Advanced I/O Integration, EcuTek RaceRom, and BM3 CustomROM V2. Each platform is capable of controlling fueling, receiving inputs from external sensors, and sending outputs to external devices such as MAC solenoids or relays to activate fuel pumps, nitrous systems, and other accessories.

While these platforms share many similarities, they also have unique differences. Ultimately, they are all utilizing the same factory DME to accomplish the same core tasks, and the final choice often comes down to the custom strategies offered by each platform, tuner experience and user preference.

We believe in using the best tool for the job. Although we tune with all three platforms, we recommend reaching out with your specific goals so we can provide a tailored and accurate recommendation.

MHD+ ADVANCED INTEGRATION PORT INJECTION SINGLE TURBO LPFP CANBUS — The above is a visual example of what a fully integrated port injection control system looks like.

UPGRADED TURBO CONFIGURATIONS

We support both hybrid turbo setups and large single-turbo configurations capable of producing 1,400+ horsepower. For customers considering hybrid turbos, Mosselman units are often an excellent first step. For those moving to a single-turbo setup, options from KLM, Doc Race, and other manufacturers are well supported.

We have extensive experience tuning a wide range of hybrid turbo systems, including Mosselman, LM900, Spool, CTS, and PURE hybrids, as well as numerous single-turbo setups utilizing Precision, Garrett, Xona, BW and other turbochargers. When choosing between hybrids and a single turbo, sound characteristics and power delivery are significant considerations.

At this time, MHD+ offers the most comprehensive and effective toolset for tuning hybrid turbo configurations, allowing us to deliver consistent and reliable results.

WRAPSBYDRE 3.6SEC 60-130 BEAST MODE KLM SINGLE TURBO BUILT MOTOR — Wraps By Dre - 1200whp with a KLM Stage2 Engine and 7680 KLM Savage Turbo Kit

WRAPSBYDRE SINGLE TURBO 1200WHP MEXICO 60-130

PURE STAGE 2 TURBOS HYBRID S58 — Pure Hybrid Turbo

MIKEWHO_G82 DRAG KING PA WINNER — Mikewho_G82

SINGLE TURBO UPGRADES

Single turbo is best done on MHD+ for single bank and integrated IO control.

To start, we recommend using stainless hard lines or well insulated soft lines (stainless braided does not insulate, use something like DEI + social distancing) to prevent melted wg hoses.

While we don’t want you to depend on it, we do however have some strategies employed that will chop the throttle to prevent overboosting (we don't disable this factory control) and it has saved a couple single turbo setups who had wastegate lines melt. Some calibrators disable all of this control and while that is easy, it is not the right way to dial in the car, in our opinion.

The flex fuel setup for single cars allows you to run any ethanol content from pump fuel to full E85, or anything in between. It has two modes, switch on the fly, and allows you to access multiple power levels at any time, while staying within the safe limits of the fuel quality you’re running. The ethanol content comes in via the IO controller such as a Motiv Reflex which integrates with MHD’s Advanced Integration. No measuring and mixing, no fixed ethanol content calibrations, or any of that antiquated mentality on these modern marvels. There’s only one way to do this correctly, and that’s with everything seemlessly integrated.

One final consideration is that we run our own in-house S58 single-turbo setup, which has allowed us to perform extensive development on this exact combination. We are continually refining our work, resulting in exceptional drivability and industry-leading control. Our calibration strategies are proven, reliable, and performance focused, specifically engineered and validated for the S58 platform.