Volvo B230A Specifications
| Engine Model: Volvo B230A |
| Engine Type: 4-cycle inline 4-cylinder SOHC 8-valve liquid-cooled gasoline |
| Total Displacement: 141.3 cu.in (2.31 L) |
| Rated Engine Power: 110-112 hp (81-82 kW) at 5000 rpm |
| Fuel System Type: Carburetor |
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The Volvo B230A is a 2.3-liter, four-cylinder gasoline
engine belonging to the renowned Redblock engine family, specifically the later
“low-friction” iteration introduced in 1985. Developed as the successor to the
B23A, this engine represented a shift toward improved mechanical efficiency and
reduced fuel consumption through fundamental design changes.
The B230A served as the final carbureted expression of Volvo’s durable
overhead-camshaft four-cylinder, primarily offered in European and Scandinavian
markets where simplicity and reliability were prioritized over electronic fuel
injection. Its construction emphasizes longevity and serviceability, featuring a
robust cast iron block paired with a belt-driven single overhead camshaft. A
defining mechanical characteristic of this engine is its non-interference
valvetrain design, allowing the timing belt to fail without causing catastrophic
piston-to-valve contact.
Type: Inline 4-cylinder, gasoline, SOHC (Redblock), longitudinally mounted.
Displacement: 2316 cc (141.3 cu.in).
Bore x Stroke: 96.0 mm (3.78 in) x 80.0 mm (3.15 in).
Compression Ratio: 10.3:1.
Valvetrain: Single overhead camshaft driven by a toothed rubber belt.
Eight valves total, two per cylinder.
Firing Order: 1-3-4-2.
Maximum Power: 110 to 112 hp (81 to 82 kW) at 5000 rpm.
Maximum Torque: 185 to 192 Nm (136 to 142 lb-ft) at 2500 rpm.
Fuel System: Single horizontal carburetor, predominantly the Pierburg 175 CDUS
or Zenith-Stromberg variant. These units utilize a constant-depression design
with a vacuum-operated piston and diaphragm. Ignition System: Electronic
breakerless ignition with a hall-effect sensor or inductive pickup, eliminating
the need for contact point maintenance. Fuel Requirement: Designed for 98 octane
fuel, though ignition timing adjustment permits operation on 95 octane with
acceptable performance.
The cylinder block is manufactured from cast iron with
a closed-deck design, a hallmark of the Redblock family. This configuration
provides exceptional rigidity and resistance to bore distortion under load. For
the B230A, Volvo implemented low-friction modifications relative to the
preceding B23 series.
The main bearing journals were reduced in diameter to decrease rotational drag,
and the cylinder bores received a refined surface finish to reduce piston ring
friction. The block retains the deep-skirt construction extending below the
crankshaft centerline, enhancing structural integrity. Five main bearings
support the crankshaft, with the thrust bearing located at the center journal.
The cylinder head is manufactured from aluminum alloy
to reduce overall engine mass. It houses the single overhead camshaft operating
eight valves arranged in a cross-flow pattern with intake ports on the left side
and exhaust ports on the right side when viewed from the driver’s seat. Valve
actuation occurs via bucket tappets with adjustable shims, allowing precise
valve clearance setting.
The camshaft utilized in the B230A is designated the A-cam profile, providing a
balance of low-end torque and moderate power delivery suited to carbureted
induction. Valve diameters are 44 mm (1.73 in) for intake and 35 mm (1.38 in)
for exhaust. The cylinder head combustion chambers are of the hemispherical
type, promoting efficient flame propagation.
The fuel system centers on the Pierburg 175 CDUS or
Zenith-Stromberg carburetor, a constant-depression unit that meters fuel based
on airflow demand. The carburetor incorporates an automatic choke mechanism
governed by a coolant-heated bimetal coil, enriching the mixture during cold
starts. A vacuum-operated diaphragm controls the rise and fall of the piston
within the carburetor throat, maintaining consistent air velocity across the
venturi for stable mixture delivery across the operating range.
The system includes a mechanical fuel pump mounted to the cylinder head, driven
by an eccentric lobe on the camshaft. An electric fuel pump was not utilized on
this configuration. A fuel return line routes excess fuel back to the tank to
prevent vapor lock.
The lubrication system employs a gear-type oil pump
driven by the crankshaft, delivering oil through a full-flow filter before
distribution to the main bearings, connecting rods, and camshaft. The system
incorporates an oil pressure relief valve calibrated to maintain consistent
pressure under varying engine speeds.
Engine Oil Capacity: 3.5 to 3.7 liters (3.7 to 3.9 qt) with filter change.
Recommended Oil Grade: SAE 10W-30 or 15W-40 meeting API SF or later
specifications. The oil pan is constructed from stamped steel with a baffle
plate to maintain oil pickup during cornering. A windage tray is integrated into
the block casting to separate oil mist from the rotating assembly, reducing
parasitic drag.
The cooling system utilizes a belt-driven centrifugal
water pump mounted to the front of the cylinder block. Coolant flows from the
radiator through the pump, into the block, upward through the cylinder head, and
returns via the thermostat housing to the radiator. The thermostat is positioned
on the intake side of the pump, regulating coolant temperature by controlling
flow to the radiator. Coolant Capacity: 7.5 to 8.0 liters (7.9 to 8.5 qt)
inclusive of the radiator, engine, and heater core.
A cooling fan is mounted to the water pump pulley via a viscous coupling or a
fixed fan blade arrangement depending on the vehicle application. An expansion
tank accommodates coolant volume changes during thermal cycling.
Timing Drive: The camshaft is driven by a toothed
rubber timing belt with a steel tensioner pulley maintaining correct belt
tension. The belt is shielded by a removable plastic cover. Due to the
non-interference valvetrain design, belt failure does not result in
piston-to-valve contact. The belt also drives the distributor and the oil pump
shaft via an intermediate shaft.
Exhaust System: A cast iron exhaust manifold with short individual runners
collects exhaust gases. The system incorporates a single oxygen sensor only on
catalyst-equipped versions; base B230A configurations did not utilize
closed-loop lambda control.
Crankcase Ventilation: A positive crankcase ventilation system routes combustion
blow-by gases through a flame trap and into the intake manifold, maintaining
crankcase vacuum and reducing hydrocarbon emissions.
Overall Engine Length: 710 mm (28.0 in) from timing
belt cover to flywheel.
Overall Engine Width: 550 mm (21.7 in) measured at the cylinder head.
Overall Engine Height: 680 mm (26.8 in) from oil pan to valve cover.
Dry Weight: 145 kg (320 lb) without accessories including the alternator,
starter motor, and carburetor. The cast iron block contributes the majority of
the mass, while the aluminum cylinder head reduces overall weight compared to
all-iron contemporaries.
Engine Oil Change Interval: 7500 km (4700 mi) under
normal service conditions. Severe duty operation, including frequent short trips
or cold climates, requires 5000 km (3100 mi) intervals. Oil Filter: Full-flow
spin-on canister type. Replacement at every oil change. Timing Belt Replacement
Interval: 80,000 km (50,000 mi). While belt failure does not cause engine
damage, replacement within the specified interval prevents roadside failure.
Valve Clearance Adjustment: Cold engine, intake valves: 0.35 to 0.40 mm (0.014
to 0.016 in). Exhaust valves: 0.40 to 0.45 mm (0.016 to 0.018 in). Adjustment is
performed by selecting appropriate shims placed between the valve stem and
bucket tappet. Carburetor Maintenance: The Pierburg constant-depression
carburetor requires periodic inspection of the vacuum diaphragm for cracks or
perforations. Diaphragm failure manifests as erratic idle, hesitation under
acceleration, or stalling.
Coolant Replacement: Every 24 months or 48,000 km (30,000 mi). Ethylene
glycol-based antifreeze with corrosion inhibitors is required. Ignition Timing:
12 degrees before top dead center at idle speed (approximately 800 rpm) with
vacuum advance disconnected. Electronic ignition systems do not require point
gap adjustment. Spark Plugs: Resistor-type plugs with a gap of 0.70 to 0.80 mm
(0.028 to 0.031 in). Replacement interval of 24,000 km (15,000 mi).
Main Bearing Cap Bolts: 100 Nm (73.8 lb-ft) for M12
bolts.
Connecting Rod Cap Bolts: 60 Nm (44.3 lb-ft).
Camshaft Bearing Cap Bolts: 20 Nm (14.8 lb-ft).
Flywheel Bolts: 70 Nm (51.6 lb-ft).
Intake Manifold Nuts: 25 Nm (18.4 lb-ft).
Exhaust Manifold Nuts: 25 Nm (18.4 lb-ft).
Spark Plugs: 25 Nm (18.4 lb-ft).
Oil Drain Plug: 40 Nm (29.5 lb-ft).
Water Pump Mounting: 20 Nm (14.8 lb-ft).
Timing Belt Tensioner: 25 Nm (18.4 lb-ft).
Volvo 240 Series (240, 244, 245): The B230A was
installed in GL trim levels from 1985 to 1987 for European and Scandinavian
markets. It served as the entry-level large-displacement engine prior to
fuel-injected variants.
Volvo 740: Found in base and GL specification 740 models from 1985 through
approximately 1988 before the B230E (mechanical fuel injection) and B230F
(electronic fuel injection) became standard across the range. The B230A
represented the final carbureted engine option in the 740 lineup.
Volvo 940: Not factory equipped with the B230A; carbureted variants were phased
out entirely by the time of the 940 introduction in 1990.
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