Just FYI, the 2006 service manual also instructs that the caliper bolts are one time use. Page 206-03-5. Does not say why.
Although I certainly understand why an OE would want to specify a one-time use only fastener be it for the locktite issue mentioned earlier or some perceived "safety" concern, has anyone ever seen anywhere a technical description of WHY this recommendation is made (other than to maybe sell additional fasteners although probably not a big revenue stream)? Likely not.
You may imply from a one-time-use bolt that "yielding" of the bolt material is somehow harmful to the bolt and thus its structural integrity is somehow compromised by this event; thus requiring you to throw the bolt away. I do not believe this is true.
In a non-fatigue environment (i.e. one in which the bolt sees constant, non-varying load which the connection designer wants to strive for and can design for), the bolt is just fine being loaded into the material yield portion of the stress-strain diagram. Typical "critical" bolted connections (ones where particular attention to detail is warranted) use high strength fasteners (good, controlled and specified material properties) which have good elongation properties which enables loads into the yield portion of the stress/strain curve.
Without getting too technical and posting load/unload diagrams for bolt stresses below and above the material yield strength, the bolt will work just fine even after being loaded above the yield strength (stress) of the material. Good bolted joint engineering design practice is to torque a bolt to 90% of material “proof strength” which is roughly equivalent to 90% of material yield strength. (Ref. Shigley, ‘Mechanical Engineering Design’ for those who care). Thus “normal” (or reusable) bolts in a properly designed joint using engine oil for assembly, are already very close to loads approaching the bolt material yield strength.
Thread and head collar friction loads (which consume a large part of this initial torque before the torque can result in clamping load) are very large variables in bolt torque calculations. If the installer puts the nut on dry, with engine oil or uses “never-seize” during assembly, very large swings in the amount of actual load the initial torque produces in the fastener can and do occur. This is because the thread lubricants can significantly alter the thread friction which consumes torque before producing bolt clamp load. Thus, in reality a properly designed bolted assembly using never-seize (when torquing guidance does not specifically call out use of this assembly lubrication) torqued to specification can load a regular bolt into material yield easily without the assembler evening knowing this fact.
To be safe, one should follow the replacement instructions dictated by the OE, but it would be interesting to have the application designer state, why.