The crankshaft is mounted in seven main bearings, the central of which is thrust, responsible for the amount of axial play of the shaft.
Both the main and connecting rod bearings have replaceable bimetallic liners with an anti-friction layer on a steel tape.
Instead of separate main bearing caps, one is used with individual beds for each of the bearings, which gives the cylinder block additional rigidity.
The crankshaft is sealed by front and rear oil seals, one of which is installed in the oil pump in the front of the cylinder block, and the second in a holder mounted on the rear wall of the block. The camshaft is also equipped at the front with an oil seal placed in the shaft thrust plate.
The camshaft is driven by a toothed timing belt from the crankshaft gear. Belt tension is controlled by a special tension roller equipped with an adjusting spring and a locking (locking) nut.
All valves are equipped with internal and external springs with a shortened pitch of the lower coils. The twisting of the internal springs is made in the opposite direction with respect to the external ones. In addition, the direction of twist of the spring sets of the exhaust valves of the first, second and third cylinders is opposite to that of the sets of other valves.
The hydraulic tappets are in direct contact with the camshaft lobes and actuate the cast rocker arms, which in turn actuate the valves.
Each hydraulic tappet, in contrast to the usual one, is equipped with an automatic valve adjustment device that constantly maintains a zero valve clearance value.
The drive of the oil pump located in the front part of the cylinder block is carried out directly from the crankshaft.
The engine is hermetically sealed to the flywheel housing to prolong the life of the starter and clutch. A stopper is provided in the lower part of the casing for periodic draining of accumulations of water and oil.