I notice that all American Turbo 740's seem to have B230F engines. In the UK there are either B230K (normally aspirated) or B230E (injection with or without turbo). My 88 740GLE has a B230E. What is the difference between an "E" and "F" designation? - my UK Haynes doesn't even mention the B230F. Regards.
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BillB

It's apparent that the lower compression "F" engine was developed for the North American market. I can see why you all need turbos now - to get the BHP. The European 230E (which I have) is quite powerful without the turbo as the BHP figures indicate. BTW most European spec 740's don't have air-con, so no heater valve to blow (or the rest of it). But then, here in England on the odd warm day you just open a window......
Thanks for your information.
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BillB

The B230E (Europe) develops 131 horsepower @ 5400rpm and 140 LB-ft. @ 3600rpm. It has a compression ratio of 10.3:1. Fuel delivery is via Bosch K-Jet.

The B230F (US) develops 114 horsepower @ 5400rpm and 136 LB-ft @ 2750rpm. It has a slightly lower compression ratio of 9.8:1 and Bosch LH-Jet fuel injection (fully electronic).

Obviously, there is not a huge difference between CR's. The elimination of emissions control equipment on European models might account for part of the disparity.

Since at least the early 1970's, Volvo has used "E" and "F" to differentiate between high compression and low compression (respectively) versions of the same engine. The B230E has a higher CR than the B230F, and is consequently more powerful. There might be other differences, too, e.g. cams, but I'm not sure about that.

http://www.volvoworld.com/engspecs.html#b230

230F never was the designation of any turbo 230. 230FT is. Same goes for 230E and 230ET. The designation system became more complicated with the introduction of slightly tuned n/a and LPT models in the 90's.

Can't really tell the differences for US/UK cars but in Sweden, it's really obvious:

230F - LH Jetronic FI (electronic), cat/oxygen sensor, "low" c/r 113-116 hp.
230E - K Jetronic FI (mechanic), no cat/no oxygen sensor, "high" c/r, 131 hp.

Chris probably is right about cams, too. There also was a 240/230E combo with 129 hp because of its simplier ignition system (lacking knock sensor, requiring premium gas). 230K was the last carb evolution (230A basically modified to accept unleaded and lower octane rated fuel).

/Martin
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'65 121, '73 165

"230K was the last carb evolution (230A basically modified to accept unleaded and lower octane rated fuel)."

Hold on a sec...

The B230K (and it's underbored sister, the B200K) were a whole new variation on the B2xxF theme.

The B200/230K use a Heron-head design. This oddball design features almost ZERO combustion chamber in the head. The piston tops are REALLY dished, and this is where the combustion happens.

Also, the carburetion/intake is COMPLETELY different from the B17/19/21/23/200/230A engines. Those engines all used a single sidedraft carburetor (SU, ZS, and even Pierburgs were used). The B200/230K uses a single DOWNdraft carb, a Soles/Cisac or Pierburg. The manifold itself is the self same as used on the B21FT. It is a lousy manifold.

The Heron head design is said to allow higher compression ratios on lower octane fuel, without pinging/pinking. It was the last dying breath of the carbureted Volvo.

'It was the last dying breath of the carbureted Volvo.'

It sure was, and noone ever understood why they even bothered. The K engines were sold for two years (1987-88) here, and not for a very long time on any other of the important markets either. That design change didn't feel motivated, especially when compared to the almost equally strong but far better F engines also introduced (here) in 1987.

/Martin

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'65 121, '73 165

I think the difference is in compression. The aluminum
headed iron block motors differ their compression with
different pistons. I'm sure there are different cams
and distributor setups along with fuel system variations
as well.
chris