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CRANKSHAFT/ Billet T140 (T120) 82mm EN40B

CRANKSHAFT/ Billet T140 (T120) 82mm EN40B MAP9215/EN

CRANKSHAFT/ Billet T140 (T120) 82mm EN40B
We only have 2 left in stock
We only have 2 left in stock

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Would you like to build the strongest Triumph twin possible? Then, you'll need to start with the EN40B  M.A.P. Crankshaft.

Perfect for the high performance enthusiast or as a quality replacement for stock.  Best materials and best design with outbounded loading for less crank flex.


  • All Triumph 650-750cc Twins built after June 1971 (GE27209) though 1983 with metric timing side main bearing. Can be adapted to earlier 650cc twins by purchasing a "conversion" bearing (metric ID with inch dimension OD) available at M.A.P. Cycle  (see below)


  • 82mm stroke
  • 1-5/8" journal (use with any replacement OEM Triumph 650/750 twin rod shells (B2026M)
  • Long snout for better alternator rotor support
  • Approximately 18.5 pounds
  • Dynamically balance with a pair of 713gram bob weights creating roughly a 75-77% balance factor dependent of remaining components


  • EN40B Billet Material - EN40B steel
  • Rated 123,000-144,000 psi 
  • The Best alloy used for cranks in a British twin
  • "Tear-drop" journal oil holes for better big-end oiling 
  • Heat treated
  • "Ion Nitrite" treatment for longest life (similar to British Tuftriding)
  • Ionized nitrogen is vacuum deposited onto the crank surface in an oven, penetrating .010 to .012 inch into the metal surface and changing the microstructure of the steel, surface hardness is doubled from 30 to 60 on the Rockwell scale, while fatigue life is increased by 25 percent.
  • Shot peened to reduce internal stresses
  • Generous Crank "Fillets" for strength and rigidity
  • Out-bounded Counterweight to lessen the possibility of crank flex


  • Highly Recommend the use of MAP7061 (4340 ultra light steel rods)
  • The T140 crankshaft can be used on pre-1971 models, but it requires the use of a "conversion" timing side main bearing (70-3835/MI (ball bearing) or 60-7362/MI (latest factory located roller)  or the crank journal can easily be turned to fit imperial unit (inch) bearings.
  • Use with a standard electronic ignition, and  camshafts (stocked at M.A.P. Cycle) 

About crankshaft bob weight:

  • Bob weight is the amount of weight added to each journal before it is spun also known as dynamically balanced. It is calculated in the following manner:

Bob weight = (complete piston assembly + small-end rod weight) X (balance factor) + (big-end rod weight + bearing shells) 

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