Hi Gwest,Timbo, could you please expand on the incorrect tensioning of the crank bolt? i.e what are they doing wrong?
My suspicions on a failed Peugeot 207 EP6 engine were that maybe the mechanic had not cleaned the oil from the oil pump sprocket that bears against the end face of the crankshaft. The valve timing was uniformly advanced on both the inlet and exhaust camshafts, making me think the crankshaft sprocket has slipped? The exhaust valve seat at the gearbox end had partially dropped.
Likewise with the incorrect use of aftermarket tensioners?
I'm no mechanic, but from the information I have been told in passing while researching my build and trying to find a performance shop to take the project on, this particular shop were not torquing the crank bolt enough and it kept slipping. I can't speak exactly to what they were doing, however, they went to the trouble of developing a billet crank hub to 'fix' the timing issue for the N14. Early engines form the 207 era are known to suffer from slipped cam sprockets as the timing chain stretches over time - partially due to the tensioner and the design being a single chain. As for tensioners, they were using aftermarket which are based on the original tensioner from when the N14/EP6 was first launched. Since then, Peugeot/Citroen have revised the tensioner, making it longer, which is why the later THP eTHP165/200 engines have fewer issues. This revision is only available as an OEM part and not aftermarket. So the advice is to buy genuine if you need one.
Hope that helps.