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I like the Volvo OHC layout better, the big diameter buckets are capable of handling some serious profiles. The Ford layout is a bad copy of an early Benz layout that was pretty average. If you have a to carry a rocker arm in your layout then you might as well have a lifter & pushrod too.
I'm not comparing HP by looking in a book, I'm comparing by driving them. All the B21's I have driven aren't capable of pulling the skin of a rice pudding, the only thing that saves a B23 to some degree is it's capacity which allows it to make some torque. If you want to make a B23 actually rev up past 5000rpm you have to stick in a K or H cam. Both of these cams are considerably bigger than the tiny C & D grinds that come in B20B's & E's
Capacity: For myself for general use I build 2130's because I have a bunch of reusable head gaskets & I can get pistons from a local car(GM-Holden 186) dirt cheap. In reality there is very little point in going bigbore because it only adds 5% capacity above a .040" overbore. Unshrouding the valves is a minor issue, a notch on the inlet side of the bore is all you need. Biggest problem with the OHC motor is most have the head with the shitty inlet port. I've had 2400cc strokers in the distant past but I think they are largely over rated as it next to impossible to get any extra HP out of them because the cylinder head is the limiting factor. My quickest motor was only 2084cc & consisted of 90.5mm Forged Mahles that you get for fixing up VW's & are relatively cheap coupled to 2litre Alfa rods that are 6.22 inches long & an offset ground crank stroked to 81mm just to bring the piston up to the top of the block. (Have to gring the BE down to 50mm anyway). It offered no more power & torque above a normal 2130 but the long rod ratio added to the width of the power band.
Enough rambling for now.
I still reckon the only good B23 is a Turbo B23.
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