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The numbers on the bottom of the cases are not the same. However, these case halves are perfectly in line with each other. This was professionally done. I heard that in the mid 1960s when the factory had left over cases they would use them. Sometimes the parts supply line was slow. If they were done after they left the factory they were done right. This probably was available in England but this bike was in Maine in the 60s and most probably the explaination given by Mr Don Hutchinson of Don Hutchinson Motorcycles and my expansion of that on the first page (Homepage) is more likely. It was common in the 60's to see cases with the drive sprocket bearing area tig welded as this was. Still the mainshaft bearings are perfectly matched. The cams fit the cam bushes with nominal clearance. TMS Nottingham supplied the original factory bushes. These were not needed. If you look at the bottom left picture you will see that the oil pick up tube in the sump was left long instead of shortening it as later years thereby insuring a dry sump. Also, see the Triumph service bullein NO: 305 at the end of this page labeled INCREASED SUMP CAPACITY 650s. There are also two other concerns you should look up if you rebuild a 650. The first one is when you are trying to get crank end float right remember the original timing side bearings could be flipped around to get more or less space by .003 thousandths. The factory designed it this way. The second area to research is now there is a correct drift for the layshaft roller bearning that is sold on the market today. Check it closely to make sure it does not impinge on the guide pin in the case. Mr. Healy's site for the BritBike forum is an excellent place to get the information.
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