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Using a non turbo lower with a turbo head

Bungcheez3r

Bungcheez3r

New member
Joined
Jan 15, 2023
I currently have a 1988 b230ft and I was hoping to get around 300-400 hp out of. Because my block is from 88, according to a few people it uses smaller rods, a weaker crank, and has a worse thrust set up than those manufactured 89 and later. I wanted to maybe use my current head, but bolt on the lower end from a later block. My issue is, I can only find the non-turbo b23s for sale (the site doesn't specify the actual engine name). I was wondering if I could fit those lowers on to my head and still be able to utilize the turbo manifold as well as not run into any technical issues. On top of that, I was wondering if there's a specific year of manufacture I want to look for with the non turbo SOHC redblocks, and which specific model would be the best utilized project. Any help is appreciated!
 
Only difference between turbo and NA heads is turbo head got sodium filled valves to help transfer heat away from the face of the valve.
 
Bungcheez3r said:
I currently have a 1988 b230ft and I was hoping to get around 300-400 hp out of. Because my block is from 88, according to a few people it uses smaller rods, a weaker crank, and has a worse thrust set up than those manufactured 89 and later. I wanted to maybe use my current head, but bolt on the lower end from a later block. My issue is, I can only find the non-turbo b23s for sale (the site doesn't specify the actual engine name). I was wondering if I could fit those lowers on to my head and still be able to utilize the turbo manifold as well as not run into any technical issues. On top of that, I was wondering if there's a specific year of manufacture I want to look for with the non turbo SOHC redblocks, and which specific model would be the best utilized project. Any help is appreciated!
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A 1988 B230FT has a "530" head. Pretty universal stuff, it was on a lot of engines, the turbo and NA version only differ from the exhaust valve material. Unless you just got a block, I don't think saving your head to put on a different engine would be worth it

B23 and B230's are different engines, but a 530 head will technically bolt to both. The B23F engine (1983-84 in the USA) has flat top pistons so your compression ratio with a 530 head would be very high for a turbo (I think 10.3:1 versus the 9.8:1 for a B230F and 8.7:1 for a B230FT specs from Volvo, actual numbers are usually lower for some reason) . If you're looking for a better engine block, I'd hold out for a '93-95 940 turbo engine. Piston oil squirters help them not get so slappy with age. That engine will have the same head on your car currently. The other option is to just throw some cheap H-beams in your current engine.
 
I'm going to assume the question is whether you can use YOUR (T) head on a DIFFERENT (NA) block - the answer is yes. The motors you reference are 2.3L, but B230F, not B23's, which explains the answer above, if you hadn't figured that out.

The only thing with an NA block is that is has no provision for the turbo oil drain, and you have to make an adaptor line for the turbo oil feed. Look at the +T threads in this forum for all the info you need regarding that aspect of the swap.
 
1988 went back to rear thrust bearing, but still cast crank (as with all b230), and skinny 9mm rods. You can use later rods or H beams. Watch out for eBay getting b23 and b230 mixed up.
B23 are short, crank-steered. 140-something.
B230 are low 150s (mm), high 150s are for LS pistons.
Going to Yoshifab will solve all of this for you.
 
OVERDRIVE said:
A 1988 B230FT has a "530" head. Pretty universal stuff, it was on a lot of engines, the turbo and NA version only differ from the exhaust valve material. Unless you just got a block, I don't think saving your head to put on a different engine would be worth it

B23 and B230's are different engines, but a 530 head will technically bolt to both. The B23F engine (1983-84 in the USA) has flat top pistons so your compression ratio with a 530 head would be very high for a turbo (I think 10.3:1 versus the 9.8:1 for a B230F and 8.7:1 for a B230FT specs from Volvo, actual numbers are usually lower for some reason) . If you're looking for a better engine block, I'd hold out for a '93-95 940 turbo engine. Piston oil squirters help them not get so slappy with age. That engine will have the same head on your car currently. The other option is to just throw some cheap H-beams in your current engine.
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would a N/A 93-95 940 turbo engine also suffice or do they not come with oil squirters/ have a too high compression ratio? I appreciate the feedback!
 
1992-95 NA B230s should have the oil squirters. What I mean by that is 1993 was the first year of the oil squirters and I had one 1993 B230FD in a 940 that was not built with the oil squirters from the factory. Volvo uses up old inventory while making the change over. The 1993-95 engines are 9.8:1 compression ratio. Some combustion chamber work would not only lower the compression ratio, it will improve flow.
 
If you want to make 400hp on 91, I think a 9.8:1 motor would be as problematic as a skinny rod 8.7:1 motor. You can have the head reworked for more volume, and a higher duration cam to drop the CR, but if you're not de-shrouding the head yourself, custom port/head work will add up fast even if you can find someone to do it. If you're going through the hassle of replacing the engine, might as well get the best motor you can. That's my 2 cents.
 
mikep said:
1988 went back to rear thrust bearing, but still cast crank (as with all b230), and skinny 9mm rods. You can use later rods or H beams. Watch out for eBay getting b23 and b230 mixed up.
B23 are short, crank-steered. 140-something.
B230 are low 150s (mm), high 150s are for LS pistons.
Going to Yoshifab will solve all of this for you.
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Will later rods fit on the on my current crank or will I need to get a new crankshaft?
 
I believe they are compatible but i have not done it myself. I have an 88 and a 92 on stands at school, disassembled. If i go in tomorrow i’ll find out for sure (i’m pretty sure now). We are closed tomorrow but my truck broke down today so i need to go work on it and other stuff to clear bays.
 
mikep said:
I believe they are compatible but i have not done it myself. I have an 88 and a 92 on stands at school, disassembled. If i go in tomorrow i’ll find out for sure (i’m pretty sure now). We are closed tomorrow but my truck broke down today so i need to go work on it and other stuff to clear bays.
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All good, let me know once you get the chance, I really appreciate the help!
 
Additionally, if you do change to a b23, accessory brackets are different and there is no turbo oil drain boss, so that’s a little trickier.
But b23 has a hoss crank (some are forged, some cast).
 
Bungcheez3r said:
Will later rods fit on the on my current crank or will I need to get a new crankshaft?
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All b230 rods interchange, it does not matter what the crank is. The difference in the crank on 9mm vs 13mm rod engines is just the thrust bearing location and the main bearing size. So the block and the crank have to match, but that’s it.
 
OVERDRIVE said:
If you want to make 400hp on 91, I think a 9.8:1 motor would be as problematic as a skinny rod 8.7:1 motor. You can have the head reworked for more volume, and a higher duration cam to drop the CR, but if you're not de-shrouding the head yourself, custom port/head work will add up fast even if you can find someone to do it. If you're going through the hassle of replacing the engine, might as well get the best motor you can. That's my 2 cents.
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I agree, I think I might just add the basic parts I can interchange with later block for now until one shows up. One question, would using the turbo pistons and turbo head in the NA block lower the compression ratio enough or are there other factors that will make this not doable? Sorry if some of my questions seem dumb, I’m pretty new to cars in general lmao (this is probably too big of a project for me but oh well)
 
Wilford Brimley said:
Pretty new to cars why in the hell would you choose such this car? Getting 400hp reliably is expensive and a lot of work.
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Got the car for dumb cheap, I have a few mechanic friends who volunteered to help, and I have the patience and money. I do not expect this to be done any time soon and I’m not starting until I have everything flushed out. Plus I love old Volvos so why not?
 
Bungcheez3r said:
I agree, I think I might just add the basic parts I can interchange with later block for now until one shows up. One question, would using the turbo pistons and turbo head in the NA block lower the compression ratio enough or are there other factors that will make this not doable? Sorry if some of my questions seem dumb, I’m pretty new to cars in general lmao (this is probably too big of a project for me but oh well)
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Since you have patience, be patient until you can find a 1993-95 B230FT. You will have everything you need. It will be much cheaper and reliable from the start. 400 HP is about the limit with one of these using the stock lower end parts. It will have the correct compression ratio for what you are trying to do and will also have the 13mm rods, oil squirters and will already be set up with an oil return for the Turbo that is already on it.
 
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