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FTX - Higher power output B230FT (approx.

FT - LH-jetronic 2.2/2.4 Turbo, 8.7:1 Static CR achieved by dished pistons.Identical to the B230FT engine of that time but lowered boost level at 4 psi (0.28 bar) FK - low pressure turbo, 1995 onward, not supplied in North America.T - turbocharged, after E or F suffix (example: B21ET, B230FT).FD - essentially a B230F fitted with exhaust gas recirculation (EGR) and Pulse air system for cleaner emissions.FX - same as the FB but with the distributor mounted on the block (instead of the head) for use in the 240.LH2.4 Jetronic fuel injection, for the European and Australian markets. FB - low compression version of B230F (9.3:1) with the '531' cylinder head and VX3 camshaft, power output 11 kW (15 PS 15 hp) and 2 N⋅m (1.5 lb⋅ft) more than B230F.

For markets which unleaded fuel was rare in the early 1990s, e.g. Some models without O 2 sensor, others with O 2 sensor which requires regular replacement at intervals due to lead fouling. converter, CO adjustment on the AMM (similar to LH2.2 Jetronic).

K - single jet type carburetor (such as the Solex-Cisac carbs), typically with automatic choke.

Europe/APAC version, fuel injected (usually LH Jetronic or Bendix Regina)

F - low compression (9.8:1 on B230F, 9.5:1 on B280F, 10.0:1 on B234F and 10.7:1 on B2304F), US/Europe version (F for Federal) with catalytic converter.

B2x圎T - Motronic controlled electronic fuel injection, turbo.

E - high compression, no catalyst, mechanical fuel injectionK-Jetronic.

B - high compression, with twin carburetor's, either twin Zenith-Stromberg carburettors or twin SU's.

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A - single constant-pressure type carburetor (such as the Pierburg 175 CDUS), typically with manual choke.

The following suffixes were commonly used by Volvo: Other differences from the normal 16V redblock engine are that it uses a remote mounted oil filter (Away from block on exhaust side engine mount) and a windage tray. Crank torque is 290 N⋅m (214 lb⋅ft) at 2950 rpm for the GT, and 280 N⋅m (207 lb⋅ft) for the FT. It has smaller valves and stiffer valve springs than n/a 16V. Exhaust valves were sodium filled for cooler operation. Crankshaft, connecting rods and pistons were all forged. Both were the first redblocks standard equipped with oil squirters for piston cooling. The B204FT has a catalytic converter and generates 185 hp (138 kW). It came in two versions: The B204GT turbo motor operates with a lead resistant lambda probe and generates approximately 200 hp (149 kW). The B204 was also available in turbo form in some markets (such as Italy) where large displacement motors were taxed heavily. Also introduced in 1989 were 16 valve, twin-cam variants of the B200 and B230, dubbed the B204 and B234 respectively.

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1989 saw an upgrade to the crankshaft, with a relocated axial thrust bearing back to the number 5 journal, bigger main bearings, rods were enlarged to 13 mm (0.51 in) from 9 mm (0.35 in) in 1990. Several components had design changes, longer rods (152 mm (6.0 in) c-c, 7 mm (0.28 in) longer), pistons with a lower compression height, lower friction bearings (smaller in size), a crankshaft with 8 counterweights (instead of 4 on the older Bxx engines) and a heavy harmonic balancer (aka damper) in the crank pulley.

In 1985 a revised, 'low friction' design was introduced, dubbed the B200 and B230 (depending on displacement).

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All single camshaft versions of the engine with the exception of the K series (B200K, B230K) are of 'non-interference' design, meaning that failure of the toothed belt will not result in engine damage. The belt turns the intermediate shaft as well, which in turn drives the oil pump, distributor (on 240 engines and BXX 700/900 series engines) and the fuel pump of carburetor models. The camshaft is driven by a toothed belt that is driven off the front of the crankshaft. B19 and B21 blocks can be identified by water plugs on one side of the block. The engines are tilted approx 15 degrees to left (exhaust side) to make room for the more complicated injection systems.

In the US, the B21's power output ranged anywhere between 98 hp (73 kW) and 107 hp (80 kW), based on variations in the compression ratio and was typically supplied with a B or M camshaft. The B21 featured an 80 mm (3.15 in) stroke, and 92 mm (3.62 in) bore. The overhead camshaft motors were available in displacements of 2.0 (B19 and B200), 2.1 (B21), and eventually 2.3 (B23 and B230) litres. Initially the overhead camshaft versions were offered as optional equipment on the 240, becoming standard in all markets by the 1976 model year.