It dodn't do the rods and over a year haven't had any issues, other than the occasional detonation if she's running hot and getting pushed hard. She is really fuel finicky, now. 91 octane -- or higher, if you don't live in NM. Since then, I've taken her up to top speed once or twice. Best I've got was 125 indicated, and my speedo's off about 3-4% so call it 115-177 actual. She's very torquey now, a d sails up to the ton in fifth without much effort.
my buddy's Continental, however, with the TEC 2-inti-1 lost enough weight that he's been able to hang with me up to 110-115 now that his motor is broken in.
The Power Commander is pretty useless with tuning the bike with any engine work. I too did the 650 high compression pistons, Kent cam, Hitchcocks headers, S&S cans, DNA filter, air injection delete, and with the PC it detonated like yours. I was running premium fuel, 93 octane, and it was only better with non-ethanol 90 octane.
My dyno tuner was able to crack the ECU, and in doing so he could do things that the PC cannot do, like change the ignition timing, and a few other parameters. He got the A/F mixture spot on, and was also able to tune each cylinder separately. It's super smooth now, doesn't ping, pulls like gangbusters, and returns 60 mpg all day long no matter how hard I flog it, and boy do I flog it.
I can comment on the 650 cam and hi-compression piston set up. We threw those in with S&S pipes and a K&N air filter with DNA airbox eliminator when I got my Interceptor back in January.
I don't know what I was thinking: I never mod engines, just cosmetic stuff, but stock it was faster off the line than my Triumph Street Cup 900 (great gearing) but could only just touch the ton here at a mile up in elevation. The S&S literature, what little there is, made this seem fairly straightforward an upgrade; it's not.
The initial issues were detonation under heavy throttle (about 4k and above). Timing for the new cam was off significantly from stock. We fixed that and she was fine except once the engine warmed up or the weather was hot. Again, detonation at heavy throttle at 4.5-5k in higher gears. I suspected the Euro5 emasculation all bikes have to suffer through -- she's just too lean with the higher compression. That said, she was pulling 115mph on a flat road into a good 30 knot wind, but sounded like she was going to fly apart. She also was smoking my buddy's Continental light to light. Even with the issues, I could feel the bike wanted to go faster. (I suspect what I wanted was to recreate the performance of my '10 Thruxton, which could hit 122 reliably. The Interceptor easily beats the acceleration of that bike, and is close on top end.)
We tried a booster plug to sort it, but that cause the detonation to worsen and drop to 3k. (So, yes, booster plugs do something...just not what I needed.) This confirmed to my mechanic it was a fueling issue. We threw in a Power Commander V two weeks ago and took it to a face team with a dyno in a nearby town and threre she sat for two weeks. The O2 sensors were an issues and required bungs welded in to get the sensors positioned for a good read. They had to tweak the fueling as much as 50% in spots! These things are way too lean, even stock. (Though I do like the 70ish MPG I was getting.)
Got it back this afternoon and it's good! The dyno had her pear at 49.25hp at the wheel (at a mile up), and torque comes in and stays most of the power band at a hair over 42ft/lbs. She pulls strongly now from stoplight to 6.5k. I got her up to 80mph coming home on the highway very quickly.
If you decided to do this particular set-up, Motopia New Mexico has the map they built for this particular set-up.
The Power Commander is pretty useless with tuning the bike with any engine work. I too did the 650 high compression pistons, Kent cam, Hitchcocks headers, S&S cans, DNA filter, air injection delete, and with the PC it detonated like yours. I was running premium fuel, 93 octane, and it was only better with non-ethanol 90 octane.
My dyno tuner was able to crack the ECU, and in doing so he could do things that the PC cannot do, like change the ignition timing, and a few other parameters. He got the A/F mixture spot on, and was also able to tune each cylinder separately. It's super smooth now, doesn't ping, pulls like gangbusters, and returns 60 mpg all day long no matter how hard I flog it, and boy do I flog it. And I'm making just shy of 60 hp!