Imagine having this issue bolting a $2M engine to a plane!!! This is what my bro had to design in when defining procedures for OEM installation.
The reality guys is people seem to get lost with what we are even trying to do when "torquing a bolt". We don't even 'want' to impart torsion, we are looking for tension and possibly elongation of the bolt.
The core issue is without critical information as to the alloy and heat treatment of the bolt, it can be difficult to determine the exact strength and elongation. Saying "grade 8" does nothing for me. But if I know the bolt is 4150 and what the temper is, I can determine hardness, ultimate strength, and optimal elongation, assuming you need EVERYTHING the bolt can give. In most situations, the bolt is just oversized!
The turn method is easily calculated based on the thread pitch, and initial torque is applied only to take up any play or slack. But if you have a compressible gasket, that is an issue! This method is primarily used on metal/metal interfaces with none, steel gasket, or oring interfaces. Compressible sealing washers is also a wild card.
I can tell you I noticed a super over engineered but required method of applying tension to some massive bolts I believe on one of the biggest marine engines in the world. Instead of throwing the torque turn at them, they use a stud, not a bolt, then run a nut down, then thread on a hydraulic puller behind the nut, and apply the exact amount of tension they wanted, run the nut down snug, and release the hydraulic puller. The beauty of this is they are not having the jam all that shear in the threads or all that torque in a bolt. If long enough, torsional deflection can be an issue and I was amazed of the engineering on this engine!
Found it!
28min in. Some might just enjoy the whole thing!