The overwhelming criteria for the powertrain Project WAYGAC are simplicity, serviceability and value.

Let's start with the motor. I chose factory rebuilt "Mr. Goodwrench", Chevrolet, 4.3 Liter "VORTEC" 90 degree V-6 "crate motor". In particular, a replacement model for a mid 1990's mid size, GM, 4wd SUV as this variant has a higher power rating, 190hp @4400 RPM and 250 ft/lbs Torque at 2800 RPM, box stock (GM PN#12366017). Other configurations produce as low as 180hp. The model with the most power is the much more expensive "marine version" at 232hp.

The proverbial "crate motor".

Sure we could have contacted any of the numerous and reputable engine builders and spent $6000 and up for a basic to wild motor from Japan or the US but, would this motor come with a warranty? Would it hold up in Baja? Would we be able to find parts in Baja? Just how much more performance would be realized? AAARGH! Too complex!

Hardin GMC/Oldsmobile located in Anahiem, California provided the crate motor in a nice shipping box, i.e. "crate" with 36 month warannty in exchange for approximately $1900.00 including tax. The motor does not include the fuel injection system, manifolds, water pump, or distributor. This is all fine by our plan since we chose aftermarket components in each of these areas.

As a basis, the little V-6 provides plenty of horsepower and tons of torque and is super smooth and just about vibration free. The VORTEC V-6 shares many high wear item parts with the small block V-8 motor such as the water pump, alternator etc. Without a doubt we could find these common parts in the small towns of Baja. I don't think the same would be true for similar, late model Accura or even Toyota parts.

Here, Kent is fitting the motor and trans to the frame for the first time.

On our goal of simplicity and serviceability, we chose to use carbueration instead of fuel injection. This choice was a bit of a headache as we searched and often received bad information, even from manifold manufacturers on applicable intake manifolds. Fortunately, we tracked down the right manifold, an Edelbrock "Performer" single plane model, (Edelbrock PN# 2111) and it fit perfectly. It was topped with an Edelbrock "Prefromer Series" 600CFM, 4 barrel carbuerator (Edelbrock PN# 1400) . We did find that the stock metering on the carbuerator was lean. This was corrected by swaping the metering rods out with a "richer" set (Edelbrock PN# 1450).

For the ignition we chose a redundant MSD, electronic system based on the long proven, #6AL module along with the MSD Billet Distributor (MSD PN# 8597). The ignition service can be switched between units at any time by a switch on the dash.

One of the tricks on adapting this motor to our configuration is to fit the correct water pump. By design, the motor is intended to utilize a serpentine belt system. Again, with simplicity and reliability in mind in the outback, we chose to use a v-belt system. Water pumps for this motor with serpentine belts turn counter clockwise. V-belt system pumps turn clockwise to the same direction as the crank. Make sure you get the right pump. We went one step better and fit an Edlebrock "Victor Series" aluminum pump (Edelbrock PN# 8811) which flows considerably more coolant than a stock pump and reduces weight.

The oil pan was too deep. In this photo the pan is modified to be more shallow yet, hold the correct amount of oil. About 2 inches was removed in total.

Kent crafted a nice set of "small tube" headers coupled to a pair of quality "turbo mufflers". This too was a chore as the raw header flange stampings (where the headers attach to the head) were not to be found. This meant Kent had to design and craft custom flanges.

Other items of mention are the "Be Cool" aluminum radiator (PN# 60088) intended for 1991-99 Jeep Cherokees, the Fuel Safe racing fuel cell and redundant Autolite electronic fuel pumps (Autolite PN# PRO 42S).

With the modifications in place, we conservatively estimate the motor produces approximately 230 hp and roughly 260 ft/lbs of torque. The total bill for the motor plus all compoments mentioned above plus waterpump, pulleys and alternator is under $4,750 - an undisputed value.

The overall engine package.

Moving through the powetrain, a Kennedy Adapter Kit (PN# xxxxx) was used to fit the Vortec motor to the Mendeola transaxle. In the bellhousing is an xxxx Clucth assembly.

Our Mendeola MD4S transaxle was assembled and modified by Dave Foults. Dave recieves the transaxles in kit form. He dissasembles the box, inspects all components and modifies where needed to make the transmission more reliable, more quiet andto ensure smooth shifting. Our transaxle came with a final drive ratio of 5.14 to 1. Which yields a top speed of 85 MPH at 5000 RPM. The per gear ratios are as follows:

• First Gear: 2.90
• Second Gear: 1.93
• Third Gear: 1.44
• Fourth Gear: 1.14

Our 4-seed, Mendeola MD4S Transaxle.

To deliver the power to the wheels, Kent Lothringer opted for Sway-A-Way 300m "race quality axles" and Porsche 930 CV joints. There are larger CV joints, i.e. 935 models, however Kent's long experience with proven race car combinations dictates that the transaxle, CV joints, axles and hubs must be balanced so that not one or more components is significantly stronger than the others. In fact, the 930 CV's are designed to be the weakest link in the power delivery train (Transaxle to wheel hub). In no way are the CV's breakage prone, just the easiest compoent to replace on the trail.

Moving outward to the wheel hubs. Kent chose "Micro-Stub" assemblies from McKenzies Performace. The Micro Stub setup offers many advantages over Full Floating Hubs in a car like ours. They are a good 15lbs lighter per wheel of sprung weight. They are well sealed and require much less maintenance. Parts are widely available at any auto parts store as the components are derived from mid sized GM SUV's. The only down side is a loss of potenetial wheel travel of 1 to 1.5 inch.

Microstub, Disc Brake and Trailing Arm assembly.

That's it for now. Next month we will discuss the suspension, brakes and steering systems. Please, stay tuned.