https://www.youtube.com/watch?v=UAnLJGKJDsM&t=2s

From 17.50 on why Phil recommended tightening the to such a high torque🤔

I'm never likely to dismantle the engine on an M3W, but that's a really interesting tutorial.
Two observations/questions though: Phil never seems to thoroughly clean off the filings etc on the splines, or in any way mark them once fettled to ensure precise alignment.
The same reasoning applies to the splines on my wire wheels, which seem to be tighter in some orientations than others; is that normal ?

When he refitted my Centa Phil was scrupulous in marking the hub and spline and cleaning each time he fitted and removed the hub.

That certainly makes sense. Thanks.

I took my engine up to Phil's last Friday for a full conversion as I previously had the Harley compensator, as per Chris's comments, everything was cleaned off, then trial fitted a number of times before final assembly. You would not believe the allowable tolerance and discrepancy in the machining of the crank shaft splines. Thankfully we (he) managed to get a pretty good interference fit between the crank and new hub assembly. This took quite a long time fettling the crank and trying different undersize hubs to get the best fit.
Unfortunately it will be well into next year before I can get the engine back in to try it but everything that can be done has been done. So fingers crossed.

What condition was your Harley comp in after this time ? Must be 10 years now ?

This was from Morgan Ltd.

That is a rare document, technical information about the M3W from Morgan! Rather strangely the issue date is November 2012 and it refers to the "Bolt into Centa output shaft"....which wasn't current until 2014, they were still on the HD compensator in 2012.

There appears to be an update issue date of 27/01/2014 in the lower LH corner of the table.

So much for ISO 9001 QA systems