In 1985 a revised, "low friction" design was introduced, dubbed the B200 and B230 (depending on displacement). Several components had design changes, longer rods ( c-c, longer), pistons with a lower compression height, lower friction bearings (smaller in size), a crankshaft with 8 counterweights (instead of 4 on the older Bxx engines) and a heavy harmonic balancer (aka damper) in the crank pulley. 1989 saw an upgrade to the crankshaft, with a relocated axial thrust bearing back to the number 5 journal, bigger main bearings, rods were enlarged to from in 1990. Also introduced in 1989 were 16 valve, twin-cam variants of the B200 and B230, dubbed the B204 and B234 respectively. The B204 was also available in turbo form in some markets (such as Italy) where large displacement motors were taxed heavily. It came in two versions: The B204GT turbo motor operates with a lead resistant lambda probe and generates approximately . The B204FT has a catalytic converter and generates . Both were the first redblocks standard equipped with oil squirters for piston cooling. Crankshaft, connecting rods and pistons were all forged. Exhaust valves were sodium filled for cooler operation. It has smaller valves and stiffer valve springs than n/a 16V. Crank torque is at 2950 rpm for the GT, and for the FT. Other differences from the normal 16V redblock engine are that it uses a remote mounted oil filter (Away from block on exhaust side engine mount) and a windage tray.