How is the DI a major issue considering the fact that it's limitations aren't reached until some point after achieveing "...over 450 ft lbs of torque and more than 500whp at 6000 rpms..." (per ZZP thorough testing). At that point, the entire car itself becomes the limiting factor. Furthermore, this "limitation" on the DI has been resolved via
cam upgrade.
Furthermore:
LNF MATERIALS
Block: 319 Aluminum
Cylinder head: Semi-permanent-mold 356 Al cylinder head
Intake manifold: Aluminum
Exhaust manifold: Cast stainless steel
Crankshaft: forged steel
Camshaft: cast nodular iron
Connecting rods: forged steel
Additional features: DI ( direct injection )
Dual-scroll turbocharger
Dual CVCP ( continuously variable cam phasing )
Sodium-filled Iconel exhaust valves
cast pistons with oil squirters
forged connecting rods
steel crankshaft
LE5 MATERIALS
Block: cast aluminum
Cylinder head: cast aluminum
Intake manifold: composite
Exhaust manifold: high silicon molybdenum, cast nodular iron
Main bearing caps: aluminum bedplate
Crankshaft: cast nodular iron
Camshaft: cast nodular iron
Connecting rods: forged steel
Guess it comes down to what you want to do: front end (all inclusive more costly setup w/ minor out-of-pocket on upgrades to see major hp/tq increases) or back-end (cheaper to install but more costly to upgrade for big hp/tq improvements).