NEW Kawasaki GEN II KLR650 Crankcase Set 14001-5251 MACHINED FOR BIG BORE BLOCKS. I have this brand new set of cases I bought to use for my race bike racing project. As an engine builder, we all know case sets are machined at the factory as matching / mated pairs as indicated by the markings pictured at the back of the cases. Unfortunately most every manufacturer ends up missing the base gasket deck surfaces during the manufacturing processes and so we typically will see ANY brand single cylinder engine suffer from this NON FLAT SURFACE. This is because the cases deck surfaces are machined PRIOR to the cases being mated together for bearing bore machining which is what really marries the cases together for life. I have tried hard to picture the deck surfaces to show that there is "NO MORE STEP OR CRACK" across the surface of the deck. It's quite normal to see new cases OF ANY brand to have some step along the "split line" of as little as .001"-.004" and at times upwards of .004"- .010". If your a performance builder or have customers and race teams relying on you, then you know why this is completely unacceptable. Why......? ...... Nobody usually does anything about it ?.....  and everything works out fine, expecting the base gasket to "consume and seal the difference" in a "non flate plane" ... ?...... Thats ok if you can sleep at night knowing your cylinder block has its piston and rings running in your block crooked, forcing your rings to operate under canted conditions while also causing possible base gasket oil leaks, cylinder pressure blowby, increased crankcase pressures, poor engine break-in, skuffed pistons / scratched cylinder walls, loss of engine vacuum, increased oil contamination,  top-end hot spots, the list goes on and on folks. ***Even if the prior mentioned issues are not or never at your for-front..... then know this..... During FINAL ASSEMBLY - the ENTIRE TOP END will be torqued down tight while under an UNEXPECTED .....NON PARALLEL OR FLAT LOAD. This condition will do what ...?   **IT will ensure you that your engines entire top end is under "non-compliant" stresses while heavily torque loading only TO ONE SIDE  "PORTIONS" of the block. So once the cases were "set-up" in the fixture's to ensure the plane of the deck surface was flat to the horizontal axial plane of the crankshaft, I then proceeded to bore the cases bigger to accept my 107mm all ceramic sleeved big bore cylinder block. *** This way the 2 operations are absolutely dead square to each other **  My ceramic bore big block has a skirt extension of 35.38mm, a skirt O.D. of 111.82mm. So these cases will accept virtually any block you want to drop into them including stock blocks. The piston alone for these cases cost 810.00 bucks from CP. As a certified A.M.I.  motorcycle service technician for the big 4 brands for decades now, I can assure you that you may never ever again see this combo of parts......let alone these cases with this work done to them while brand new. My research shows that this part 14001-5251 is "NO LONGER AVAILABLE". Production of cases resumed again with part number 14001-5413 which also covers the "A6F" series and beyond in later years. Most people.....most of the time will buy used and distressed cases because their cheap. Here's why you should think twice. Your KLR's are rather unique in that the crankshaft main bearing can "float" in the left case half by use of flat needle roller bearings on the left side ONLY, so when you pair old crank bearings to a different cases outer bearing race, there are issues. These cases have this bearings outer race pressed into the left half at the factory and this outer bearing race is not available separately for a bunch of reasons. ONE of which is that even if this outer bearing race were available separately........ there is no real way for anyone at the dealership level to be sure the replaced bearing outer race has been installed dead square to the bearing rollers and load. This is why we see a cross hatch "honing" in new virgin case bearings that sends a clear message to everyone that this half of the case is VERY unique and custom fitted to a NEW group of crank bearings having a certain fitment code.  If your new to KLR's...... look inside the left case half surrounding this outer bearing race. What do you see...... ?  There is another peripheral seem inside the main outer case construction.  This shows us that the left half is very special in that the construction of this left half places it outside of dealer level service, therefor there is no positive way of assuring that any human being could have ever install it perfectly straight to the host bearing and crank. Kawasaki has eliminated these porpensities for error for us all by finish machining / grinding the internal diameter of this bearing race  AFTER  its installed in the case AND WHILE the case and bearing race are still held square to the crankshaft. There is NO WAY JOE SCHMOE can do this at your local dealership. *** This is just ONE reason why this part is not available  separately. The running oil clearance for this bearing is .0005" -.001".  A human hair is big and fat at .002".  So mix old crank bearings to a foreign case outer bearing race and see what you get later if not right away.  Sometimes, the crank bearing rollers will not even track in the same place on a foreign cases outer bearing race. It's like running a new chain on old worn out sprockets. Most vertically split singles have both crank main bearings as ball bearings, your KLR does NOT.....this is so the entire assembly can align itself free of binding during assembly and this is why you should never use old or foreign cases to yet again even worse old crank bearings. I have had customers who ride KLR's around the world crossing entire continents many times with zero engine issues. This would not happen mixing crank bearings to old cases. *** Imagine buying a new KLR or other bike brand new and put tens of thousands or hundreds of thousands miles on it and NEVER change the oil. That is exactly what its like to mix up cases with old cranks, here's the thing........the results are immediate and you wont have to wait years to see, hear or feel the results. I show these cases costing new at 910.73 dollars.  *** I also have the rest of the high performance parts to assemble these cases into a KLR producing 80+ horsepower *** To anyone interested in this 3 part group, please consider the upgrades, machine cost, R&D time, shipping expenses etc.. These cases are completely empty having no other parts needed for final assembly as pictured in the exploded views. *** This is were your old or bought cheap cases come into play *** They weigh about 22-23 pounds for shipping and I will ship for free. NOTE... I also have the custom hand made flat track racing frame for which these cases were built especially for. It is a 4130 chromoly frame built by the legendary C&J racing frames in California. I sent out a "mock" complete fully assembled "empty" engine for the frame to be built. It is chrome plated and uses a single rear "Works" hand built dyno developed rear shock. This frame also is built and conceptualized to use Harley Davidson   XR750 gas tank and rear tail / seat section.  The stock KLR650 swingarm has been modified/ built and extended in length to run the 19" rear flat track wheels and single rear shock !! I have the entire bike, 48mm ported flow benched carb, down turn hand made header pipe, cylinder head that I have converted to shim under bucket design to run 10k + RPM's all day every ride. Custom hand made Ferrera racing big valves and ported flow benched cylinder head. When my KLR650 BASED engines are at idle..... the front tire can be seen bouncing off the ground at the blip of the throttle sitting there in nuetral. I'm very serious about my KLR ventures. I've even been involved in legal matters with Kawasaki USA. I know all the "doo-hickey mod stuff, why this or why not that stuff about clutch improvements over the years and transmission axle shaft failures. I drive fuel pumps off the intake cam for methanol fueled injected application KLR's.  The cylinder head that goes with these cases has been ported by myself and verified by Vance & Hines racing shop which is in my home town. IF your serious about this legendary motorcycle and its long lived heritage which began as a 600, then you'll know I too am serious about KLR's. In case your curious about how or why my front tires on these built engined KLR's bounce off the ground at idle is because the entire counter balancer drive mechanism is completely eliminated due to parasitic drag. These harmonic distortions are accounted for during crankshaft building....so we eliminated the drag and wheight. *** EVEN the water pump shaft is eliminated on my racing KLR's in favor of outboard electric water pumps due to parasitic drag imparted unto the crankshaft. So, again I say.......this is very likely the last and only chance anyone will ever again have this opportunity to get these cases that were initially intended for a brand new 80+ horsepower racing flat track application which will also serve you well for any duties. If your into road course racing, hill climbing, dirt drag racing, flat track, these virgin new machined preped cases will serve you well as a foundation for success both immediately and in the future for power as presented by longevity. Thanks for your valued time bikers, race fans, builders, and enthusiasts. BTW.....  there are NO engine numbers on or within the usual place "box" on the cases. *** If you ever see numbers in that box on the case half...... then its not brand new from Kawasaki.....Engine numbers cannot occur without an expected VIN frame number application. These cases were produced and machined in Japan when and where quality to craftsmanship was still high in these days. Nowadays, many Kawasaki parts are from their Malaysian conterparts / factories..... not as good there lately. Thanks to all bikers, builders, comrades, fellow veterans, racers, enthusiasts, beginners, no reasonable offer refused but remember I'm buying the shipping and it will be VERY WELL PACKAGED and extra heavier than stated. To any buyer .....I will also offer you my personal contact info so if you should ever need need any assistance with your future endeavors with my cases, you can always reach out to me for for help of any kind. JUST PLEASE EVERYONE....know that these cases are virgin BLANK, there is nothing in them, on them, or normally expected to be on or inside these cases as if you were buying used worn out cheap JUNK. As a parting reminder....... KLR's use a multi stepped pressed in STEEL CYLINDER sleeve, using O-Rings to seal the STEEL sleeve within the outer aluminum block. I have eliminated this week link and horsepower ROBBING design by making a 107mm big block and sleeve design that truly is a single piece design that relies on old school interference pressed fitment between the sleeve and outer housing block while utilizing a special adhesive during pressing operations to ensure an oil and water tight seal, thus eliminating all those O-rings. As we all know by now.....there is NO PHYSICAL WAY a stock steel ferrous cylinder sleeve can ever produce more horsepower than todays latest technology aluminum "coated" bore sleeves. I have worked with Millennium Technologies for a long time to produce a KLR big bore where in that the "coating" applied to the aluminum sleeve IS AS THICK AS CAN BE APPLIED. This is because of the expected duties and milage these bikes can be subjected to. I can show pics of this big block on these cases. The reason for emphasizing this block is because these cases were built for it and it would be a shame to see them leave each other. Why..... ?  Who else is going to machine their old tired KLR cases for a big bore 107mm block....... REALLY. Yes I can sell the cylinder and piston seperately ..... but who is going to pay big bucks to machine their "used tired cases" that will NEVER FIT THE CRANK TO CASE BEARING RELATIONSHIP CORRECTLY to fit the big block above it in the first place ?  This is why I say this is truly a once in a life time chance to get it ALL RIGHT FROM THE BEGINNING. ***** Yes.... I get it.....  And understand that most people only wont to overcome their misfortunes of a big rock to their cases, or stripped out oil drain threads, or a crash puncturing a crack, or the chain came off and punched a hole in your cases, etc. For those of you that may be looking for something more than an inexpensive way to "BAIND-AID" your bike. Then this is the correct way to do it !! And get it all right from the beginning. Fellow bikers know this........ANY offerings, comments, questions or suggestions are always welcomed and thanks to all my fellow veteran men and women for your services to the USA !!! Pictured are the special pair of "ONE-OFF" CP Piston and 107mm Re-sleeved cylinder block having the stock power robbing, heat insulating, over weight steel sleeve removed. The torque plate is pictured which was used for final honing and piston running clearances being set. The piston has been skirt coated and its wrist pin has been Cassidium coated while at CP. The piston was designed and built around the use of Total-Seal gapless rings AHEAD of time and not an after thought. You can see the clay used to arrive at the target goal of 13:1 compression ratio. The piston alone cost $810 bucks some years ago. You can see the Millennium Technologies project stamp N1717 on the side of the block. These 3 pieces took over a year to get to this point. 

Stock KLR650 bore = 100mm .... With this set-up = 107mm bore = 746.34cc's OR 45.54 C.I.

Add 5mm Stroker crankshaft = 791.3cc's OR  48.29 C.I. 

For serious inquires / buyers I can send you more pictures or the technical data "drawings" of the piston.  Thanks everyone for your valued time......Eddie