The manual gearbox is bolted to the bottom of the engine and has a common lubrication system. The transmission of torque to the wheels is carried out through the differential, located in front of the box. Torque is transmitted to the box through a traditional clutch design, located on the left side of the engine. The drive gear of the box rotates freely on the crankshaft and is located between the clutch and the cylinder block.
All main crankcases and casings are made of die-cast aluminum alloy. The cylinder block has wet removable liners made of a special iron alloy by centrifugal casting. The main bearing caps are made of cast iron. The cylinder head contains non-spherical combustion chambers, each of which has one intake and exhaust valve and a conical spark plug hole. The valves have single springs and are actuated by rockers, having an adjusting screw with a lock nut to adjust the valve clearance.
Aluminum alloy pistons have 3 rings each: 2 compression and one oil scraper. The pistons are connected to forged steel connecting rods with close-fit piston pins in the upper ends of the connecting rods.
The crankshaft rotates in 5 bearings and has a 3-sided narrowing at the end, from which the clutch and flywheel are located. On the other end of the crankshaft, an asterisk is mounted on a key, which drives the timing chain and camshaft sprocket. The same end of the camshaft drives the shaft that drives the oil and fuel pumps and the distributor. At the clutch end of the crankshaft is a shear pulley that drives the water pump/fan as well as the alternator (via separate drive belt).
The power unit rests on 2 pillows located on both sides of the cylinder head. The third pillow is on the right side of the gearbox.