Steve A

The flywheel is supposed to be installed clean and dry - looks like the taper was greased or smeared with anti-seize - the key does not hold the flywheel - the key is to align the flywheel to the crankshaft so it is in time - it is the taper that locks the flywheel to the crank - if you don't get the flywheel properly torqued, it will shear the key in a short time.

It's a 2004 LT-F300F

It's impossible to get the transmission in two gears at the same time (it's a constant mesh transmission - half the gears are splined to the transmission shafts and the other half freewheel), but if a freewheeling gear seizes to the shaft it's the same as being in two gears at the same time. The centrifugal clutch engages at about 2000 RPM and is in full lock at 2500 to 3000 rpm and is not adjustable, but the manual clutch is adjustable. If the clutch adjustment is too tight, is can release the clutch as the engine heats and most noticeable in the higher gears. You can test the release point of the manual clutch by pressing or lifting lightly on the shift lever. The shift lever releases the manual clutch to facilitate shifting. If you just barely press on the shift lever and the clutch releases, adjust the clutch release on the clutch cover for a later release. If you have to press the lever about half way through a shift to get the clutch to release it is about right. If it's about right at this time and you press on the lever to get it to release while holding the throttle wide open in high gear, then let off the shift lever and it continues to slip until you let off the throttle and perhaps slips again when you get back on the throttle, then the plates probably need to be replaced.

And you will actually pay a reward to get it back? I would just take the insurance money and run or sue the guy who sold it or both!

Yeah - I just realized I was on the first page of the thread - I've seen the full time line now and glad to hear you got it ironed out. I have an 03 LTZ400 that has a knock in the engine - I plan to tear it down this winter and fix whatever is causing it. Maybe I'll post the project here as I do it.

Two signs that the engine has a major problem: 1) silicone seal on the alternator cover; silicone seal is not gas and oil resistant - the cover is supposed to have and needs the paper gasket that seals the cover to the engine - 2) those metal fragments, need to try to determine what they are and where they came from. I'm guessing the pulse generator or the stator and possibly both are damaged and need replaced. One thing that signals tampering of the engine design is the slotted holes on the cam gears and the generic grade bolts holding the gear to the sprocket. Someone was attempting to degree the cams and used over the counter parts to secure the parts. The metal fragments don't look like anything that is common to engine assembly. My guess is it is something dropped into the engine during the cam degreeing attempt. If it were mine, I would tear the motor completely down and assemble it properly using correct parts. During the process you might find where the metal fragments originated and can replace the missing or damaged part.

What's the VIN? I can't find the LT300 listed in 03, 04 or 05