The automotive sector relies extensively on fossil fuels. In EU, the sector consumed 28.5 % of all final energy in 2020. Out of this, 93.6 % was supplied by fossil fuels. Renewable automotive fuels are considered as an option to reduce the share of fossil fuels and increase the sector decarbonisation. Methanol is one of such fuels, its main advantages including favourable storage properties and history of use in automotives. However, methanol fuel mixture formation is known to be subpar to gasoline, in part due to lower volatility and large heat of vaporisation. Especially during port fuel injection, a majority of spray is expected to be deposited onto the intake runner walls, and the vaporisation of the resulting wall films is crucial for high engine performance and startability. CFD presents an ample method for studying these wall films, yet there seem to be no such former studies performed with OpenFOAM, an open-source CFD software. In this work, OpenFOAM-dev was used to study the methanol wall film formation and vaporisation in port fuel injection. Wall film vaporisation was modelled with a model based on OpenFOAM-10 code. The predicted wall film evaporation was validated against an experimental heated plate study, showing agreeable results. The engine port fuel injection was modelled with a simplified engine grid. The valve was open and static, and the simulation duration covered the intake stroke. Test parameters included methanol and iso-octane comparisons, full and partial throttle engine loads, enabling and disabling of wall film models, and a single ambient temperature case. Engine port fuel injection results showed high level of similarity between methanol and iso-octane. Wall films were mostly deposited onto the intake valve and intake runner bottom. Intake runner films were observed to partially flow into the combustion chamber. All of the wall films on the valve vaporised, but intake runner films evaporated slowly. Intake runner wall films contained 20–25 m% of injected fuel mass at the end of the stroke. Engine load was found to have little effect on mass distribution, and notable mixture cooling was not observed, though the latter was deemed to result from the high wall temperatures, and from the choice of modelling them using fixed temperature boundary conditions. Nevertheless, heat fluxes from walls showcased considerable cooling in methanol cases. In total, high levels of vapour were produced, though vapour production can likely be considered to be over-predicted due to the limitations of the study, and the results to be only indicative due to the lack of direct experimental reference data. The study presented an OpenFOAM routine for modelling port fuel injection wall films, though improvements are needed to overcome technical limitations imposed by the software. The hot intake valve and wall film boiling were recognised as the largest sources of wall film vaporisation. Iso-octane was also deemed to be a poor comparison substituent for gasoline, due to its similar volatility with methanol. Future studies are suggested to accurately model wall heat transfer, in order to capture changes in wall temperature. Including an accompanying one-dimensional or experimental study would also be beneficial, due the wide degrees of freedom in choice of engine parameters.