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You're on the right track, but here are a few corrections and addenda:
The B20E is found in 70 and 71 1800Es and 71 (only) 142Es. The 71 E is the most desireable model of 140 sold in the US market
There are two varieties of the B20F. The first version was used in 72-73, in 140s and the 1800ES, and other than reduced compression, and slightly less efficient porting of the head, is identical to the 71. They have a D cam, same designation as the 71, though it is rumored that the 71 cams have a little something extra. They have D-Jetronic fuel injection, like the 71, though there are some minor differences in the system. No first generation B20F ever had a catalytic converter.
The 74-75 B20F uses the same designation, and is found in 140s and first-year 240s, but nearly everything about it is different. It has a different crankshaft, with 8 flywheel bolts instead of 6, heavier connecting rods, that aren't any stronger than the early ones, and many of the threaded holes in the block are metric instead of SAE. These engines use K-Jetronic (CIS) injection, and a different cam (K) The heads on the late type engines have hardened valve seats installed at the factory. Some 74 engines had major problems---the block castings were porous, which led to rapid cylinder wear, and in some cases, warpage of the entire block. However, the head with hardened seats is is good thing to have. All those without will eventually need to have them installed, due to the effects of unleaded gas. (a moderately expensive job at a machine shop) 74s and 75s sold in California (only) had catalytic converters. 49-state cars did not.
All this information should help you pick the best engine, but I would have to agree with 122+940 that the condition of the body shell is much more important when evaluating a prospective purchase. It's much easier to build up an engine to whatever spec you choose than to do extensive rust repairs.
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