I'm not sure where you would get a torque wrench that would read that high.
This is from our CVO Harley forum from over 10 years ago. This particular Harley motor uses the same crank configuration that S&S does, or I should say that S&S uses the same configuration as Harley...
In '06 Harley went to a full-length finer spline primary side crank end with a center bolt. But prior to that, Harley used that same crank spline and threaded crank end back into the early 60's at least on the Panheads, Shovelheads and EVO's. Carrying that same up to '06 with the new Twin Cam motors.
This is the same nut that Harley uses for their compensator retention.
Put a couple drops of oil under the head of the nut, where the nut pushes against the outside shell of the compensator. Put two drops of #262 red Loctite on the threads of the crankshaft, install the compensator assembly and nut, torque the nut to 150 - 165 ft/lbs.I know back in the 60's with our VW dune buggies, the crank/flywheel nut was torqued to 200 ft/lb and it took several of us to hold the motor and then lay on the pipe over the torque wrench.
I haven't looked at my setup for some time now, with the move and all, but I'm guessing maybe 3/4" threads, maybe a bit less on the crank. The cranks are not heat treated, per se, but I would guess somewhere between a grade 2 to grade 5 in hardness. Definitely NOT grade 8. A 3/4" US Fine thread is maxed on grade 5 at 235 ft/lb. Grade 8 max is only 315 ft/lb. I can't believe the end of the crank doesn't break off, just my opinion only and I've NOT done any of the testing that Phil had gone through. This is ONLY my personal thoughts, and I cannot back any of it up...
