Building a Triumph T140V Engine | Crankcase Assembly, Rev Counter Delete & Torque Settings | 44

Building a Triumph T140V Engine | Crankcase Assembly, Rev Counter Delete & Torque Settings The rebuild of my Triumph T140V Bonneville engine continues as I reach another major milestone in this long-term restoration and custom build. In the previous episode I installed the crankshaft into the right-hand crankcase, and in this video it's finally time to bring both crankcase halves together and close up the bottom end of the engine. #ad Here are some of the things we've used to strip this engine (affiliate links). As an eBay Partner Network affiliate and Amazon Associate, we earn commissions from qualifying purchases: 10 piece bearing/seal driver set: https://ebay.us/t5Tphc 17 piece smaller bearing/deal driver set: https://ebay.us/VmNars Triumph Crank Pinion Tool: https://ebay.us/5dxTw0 Triumph/BSA Cam Pinion tool: https://ebay.us/ZdJFMv Imperial 12 piece socket set: https://ebay.us/zt8TSc 1 7/8ths Inch Triumph Gearbox Sprocket Spanner: https://ebay.us/Zise4W Hand impact driver: https://ebay.us/7XcXsh Imperial Allen Key Socket Set: https://ebay.us/kBpYSl Thanks for supporting the channel! This engine came from a reimported 1975-built, 1976 model year T140V, and the aim has always been to build a reliable desert sled and street scrambler that's designed to be ridden and enjoyed rather than hidden away. Every step takes the project a little closer to becoming a complete motorcycle once again. Before the cases can be joined, there's still plenty of preparation to do. As anyone who's rebuilt an engine will know, most of the time isn't spent assembling parts – it's spent cleaning them. Every gasket surface is checked, threads are chased, oilways are blown through and every component gets one final inspection before it earns its place inside the engine. It's one of those jobs that never feels quite finished, but it's worth taking the extra time. I also remove the original mechanical rev counter drive from the exhaust camshaft. As this build won't be using the factory cable-driven tachometer, it makes sense to delete the drive altogether and fit a blanking plug instead. Along the way I show the process, explain the left-hand thread that often catches people out, and point out a few things worth checking if you're rebuilding one of these engines yourself. With the rev counter drive removed, the camshafts receive one last clean before being lubricated with assembly lube and installed into freshly cleaned bushes. It's another opportunity to make sure everything turns freely before the crankcase halves are finally brought together. One topic that always creates plenty of discussion is sealant choice. Over the years I've used several different products, including ThreeBond, HondaBond and Hylomar Blue. I also share my experience with anaerobic gasket sealant after suffering an oil leak on a previous build that meant splitting an engine apart again. For this rebuild I've decided to stick with Hylomar Blue, applying a thin even smear before carefully lowering the second crankcase half into place. With everything aligned, the front engine mounting dowel is installed, the fasteners are fitted and the crankcases are progressively tightened before being torqued to the factory specifications. Once everything is secure, I check that the crankshaft and camshafts still rotate smoothly and inspect the even squeeze-out of sealant around the joint, always a reassuring sign that the mating faces have pulled together correctly. As always, I take my time during this rebuild. These videos are made alongside the work rather than the work being done purely for the videos, so there are times when I'll stop filming, double-check measurements or spend time thinking through the next step before continuing. I'd much rather be cautious than rush and create extra work later. If you spot something I've missed or have experience rebuilding Triumph unit twins, I'd genuinely appreciate hearing your thoughts in the comments. Helpful advice and constructive criticism are always welcome, and they often improve the project for everyone following along. In the next episode I'll move on to fitting and timing the timing gears, bringing the engine one step closer to becoming a complete, running Triumph once again. Thanks for watching, and if you're enjoying following this T140V rebuild, don't forget to subscribe so you don't miss the next instalment. If you'd like, I can also suggest three SEO-friendly titles and a set of YouTube tags to match this episode, as we've done for your previous videos. For more helpful how-to guides and restoration project logs, visit our blog: https://www.spannerrash.com/