Lubrication - a common error is to lubricate threads, threaded joints only stay done up because of friction lubricate the tread and you change the friction, I've seen wheels come off commercial vehicles because of this mistake basic rule is unless the manufacturer says lubricate the thread leave it dry, if you want to avoid it sticking in the hole you can lubricate the shank. As mentioned above it's the clamping and friction between the two parts which holds them together not shear load on the bolt so you should also not add anything to the mounting face of the wheel either for the same reason.
I do not fully agree with you on the lubrication issue. I do not use copper slip on my wheel bolts but apply it to all other bolts on my cars and motorbikes and they never come loose. You could look at it from another way. If you torque up a bolts, as you mention the tension, clamps the parts together and the friction keeps these in position. The issue s that you do not know which parts of the torque is used for the friction component and which part of the torque is used to create tension in the bolts. There are rough guidelines in the bolt calculations for the friction componetn when lubricating the bolts or not. When you apply lubricant to the bolts, more of the specified torque is used for the clamping so the construction should me more save and there is still enough friction to avoid a bolt coming loose.
I have worked for a manufacturer of large hydraulic cylinders (up to 30m) for industrial, civil and off shore applications and have dealed with managing a waranty claim on a cylinder which was used in a paperpulp plant
Underneath as picture of the cylinder which had a diameter of approx 1m and the cover was held with M40 bolts
And this is waht happened
All bolts broke so an investigation started for the root cause. One of the suspects were the bolts and the torqing sequence and the lubrication used. The plant had 4 lines so i made a mark on the bolts head and the cover, loosened the bolt, lubricated it and retorqued and found out the mark on the bolt was not matching with the housing anymore
So a few bolts were equiped with a tension sensor and we soon found out that the assembling people in the factory did not always lubricate the bolts enough and then too much of the torque was needed for the friction component which left not enough for the tension component.
We also found out that different brand of greases showed a lot of difference in the friction. The moral of the storey is that with lubrication, you can be more certain that the tension in the bolt is closer to the theoretic tension.
In the end, the drawing of the cylinder was copied to a CAD program which easily calculated all stesses and it showed the cover was a bit thin, so it bellowed a bit which caused fatique on the bolts.
Another experience i would like to share on the SS aloy combo
Underneath a picture of a SS bolt A2-70 in the alu casing of my Ducati 860. Its there for approx 10 years now and fitted with cupper slip. There is absolute no corrosion visible although because of the SS and Alu, it should be there but maybe the cupper slib is helping to avoid it
It is an interesting discussion for sure