IMHO the best single mod you can do is sort out that horrible exhaust port.

Clive W  

There are 2 possible solutions which are relatively easy.  
1. shave the cylinder of head surface
2. During the mid-ninties the LS650 Savage and DR650 shared a common piston and wrist pin.  It may be possible that one of the aftermarket DR pistons will be workable on the Savage.

But in my way of thinking, why go to all the trouble of playing with the pistons when a simple shave will do the trick.  

Another possibility would be to use a single piece copper head gasket in place of the multi-piece stock item.  Cutting that thickness in half would add a little to the comp ratio.

I agree with Lancer completely.In my hot rod years, I always went with flat top pistons and shaved head/block. You are increasing compression over by only taking a little off(20 thow) versus a big bump in the piston, and then worry about valve clearance. It's cheaper, especially when dealing with 8 pistons

Raising compression, by using a domed piston or shaving the head is a fine way to raise horsepower. That and adding some more ignition advance will yield some impressive results. I'm not so sure the bottom end of these engines is up to the task though  ???

Check out Wiseco for motorcycle pistons. They should help you cross reference another piston.

http://www.wiseco.com/default.aspx

Thanks for all the replies guys, and the links to sources for a piston. I was planning on getting the measurements off the stock piston when I dissassemble the donor engine (that I do not have, this is all dream time right now, lol) and send the specs to KBS. I had to have them custom make .060 12:1 forged pistons for the AMC 401 pictured above. It was close to a $K for those, so I figure just buying ONE custom piston would be a lot more reasonable, haha! But if Wiseco has 'em off the shelf, that'd definitely rock.

On all of ya'lls recommendation, an oil cooler will definitely be part of the build. MOTO points like that, that'd I've have missed if left to my own devices, are why boards like this rock!

I avoid shaving decks to get compression. It may be fine for flat-head V-8s and may be fine for this little thumper I'm still getting intimate with, but on a short stroke American V-8 (typical small block from any maker) it means PITA maching work to the intake manifold and even bigger PITA rocker geometry correction that usually results in lots of new parts just to get everything to fit. It's been my experience that taller pistons are the easiest  and most reliable means to increase compression without throwing everything else out of whack. All you have to do is make sure your valve reliefs are placed right and deep enough ( I don't like interferrance engines, broken valve spring = need new motor) and if you got the time and inclination, you can incorperate some quench pads for a super fast flame pattern, cooler burn and over all internal combustion goodness. Stroking the crank is a close second( this is entirely just my opinion), because that not only bumps up compression, but it increases displacement too! But it reduces con-rod journal size  weakening the crank, or it means beaucoup bucks for a completely custom crank. I guess I'll be better prepared to figure this all out once I get to know the engine better. Keep the ideas coming, and pics of what my fellow engine twisters have done, particularly in this new-to-me realm of motorcycle engines, would rock!

Thanks again everybody!