If you want some "In My Opinion" remarks, here they are:

The B23E is an non-USA version of the U.S. market's B23F, and is generally equipped (fuel, cam, etc.) to be a higher output engine (not being encumbered with U.S. emission requirements.

Nevertheless, I don't think it's any better (in terms of metallurgy or strutural design) than the F counterpart. This U.S. engine could easily be a virtual match for the E if it was retrofitted appropriately.

But there were some big changes made in designing the B230 engine family. Mostly, for better mileage and efficiency (bearings, crankshaft, etc.). Hard to say if that makes it "better", which depends on your priorities (e.g., better able to handle turbo boost, better fuel mileage? You pick it.)

Of course, some folks have complained about the piston design -- the skirt was a little shorter, I believe, and that led to some "rattle" sounds on start up, and presumeably perhaps some greater wear?

But there were some distinct advantages with the later B230F engines. The early ones were the B230F-K model, but in 1993, it was upgraded to the B230-L (and continued beyond the 240s for some years in the 900 series cars that used this red-block engine). This is the engine preferred by those who are converting a n.a. engine to a turbo. It's a very robust design, and has some nifty advantages, including (what are called) "oil squirters" that spray a stream of oil underneath the pistons to help not only lubricate but (supposedly) substantially cool the pistons so that they can tolerate higher temperatures and pressures.

Also in the -L engines was a change from a square-tooth timing belt to a round-toothed belt. "Talk" is that it was expected to lengthen the interval between timing belt changes (presumeably the round tooth design is less prone to fractures) but that didn't come to be -- it now has the same recommended interval.