Sorry, typing in a rush... I thought that's what they were discussing if the taper is not correct, the clutch would be off centered on the stub? Was thinking "laterally" (across the engine) stress if the bolt was tightening and being stretched away from the engine, but actually that should have really said torsional I guess if the theory is the bolt is tightening, and yes, it would be axial directly along the plane of the bolt.I don’t know about it not being axial stress, axial is inline with the crank stub. Heat (thermal growth) along with the clutch opening and closing would be my guess at the bolt failure.
The “ lateral force” you mentioned, the clutch would have to be moving on the stub. Once slippage occurs, the bolt will be under torqued after the movement on the taper.
Doo uses a cushion to dampen the force of the clutch opening and closing, and a special washer under the clutch bolt head, along with a required retorque procedure after the engine has been run.
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If the engine is running and crank slips in a forward rotation, with the clutch and bolt stationary, would the bolt not then be over-torqued and stretched? Or are you referring to "movement of the taper" as in/out towards the engine, along the crank? Not critiquing, genuinely trying to understand.