docc

So, this image is not the concerning junction of the aluminum flywheel with the back of the crankshaft. What we are looking at here is the "toothed wheel" or "toothed crown" / C: The actual flywheel is beneath (forward of) the clutch assembly and bolted to the back of the crankshaft. That is the area of fail concern on the aluminum flywheels. (The actual flywheel and the flywheel bolts to the crankshaft are not seen in these images.)

Seems Piaggio has a system to respond to records requests of that safety recall having been performed. Yet, those specific recall parts do not appear to be of issue with this bearing failure?

I'm not sure I have my priorities exactly right. I would be, like, "Hang on, honey. I've got to reach out to this guy in The States about some freakishly obscure motorcycle part."

Is that a single plate clutch? Aluminum flywheel? What did it come out of? How many miles?

I did not have to remove the alternator (at the front of the engine) to dismantle the clutch and flywheel. Good call to have a close look (dye inspection?) of your Rosso Mandello aluminum flywheel. Might as well unbolt the flywheel from the crank and (dye) inspect its forward surface. Make time to see to the common leak points. "Once and done." Have you found a RAM replacement clutch/flywheel unit?

The RAM unit is delivered assembled to the flywheel as a unit.

A complete, new oil pump (GU30146400) ? And/ or the "Roller Bearing" 10x22x20 (GU92252210) ? [How many kays on that V11, @MartyNZ?]

For a V11 Sport, @Lucky Phil speaks highly of the Rizoma mirrors on his V10/11Sport:

Just to clarify, @Pressureangle is mounting these mirrors to the fairing of a (pre-V11) 1100 Sport-i . . .

Seller is a new member here. Located in New Mexico, USA: @worthyperformance

Still hoping @HRC_V4 will get in on the sSSR in May . . . Promise the guy a TechSession and he shows up with his rollaway . . .

Okay, well, a couple other things . . . Of course, a look/change of the swingarm bearings and that bloody-farking front UNI-joint . . .

While the gearbox is out, good time to address a couple other important areas: First, of course, is to disassemble the clutch to get eyes on the surface of the flywheel to inspect for cracks where it bolts to the crankshaft (image from Scura, c. 2016, crankshaft/forward side): Also, a good time to assess/address the various leak sources in that space:

Same here, "Pete Roper cannot receive messages." Perhaps your inbox has reached capacity, Pete? Time to delete off the older ones?

Some things, you just can't un-see.

Or just leave it to the fellows with the special tools? I admit it would be tempting to have a look inside . . . These are the nefarious recall parts: Otherwise, as @pete roper said, "Perhaps the nuts on the end of the shafts have loosened/spun off? That was the issue with the last V11 box I was buggering about with . "

My drawing is probably a bit misleading as it was an attempt to portray classic "crabbing" of the frame. Last time my gearbox came out, the motor was supported, front end strapped tightly into the wheel chock, and light straps to support the upper frame from the pannier racks. I did not even have to remove the frame side plates . . .

There is some hi-tech info there. Cutting edge, 2003 . . .

So, what kill't the Scura, blowing its Fuse 4?

I don't suppose we'll know much more until Pete gets "buggering about with it " . . .

I certainly cannot see anything untoward with the front yoke or Uni-joint . . . The front part of the driveshaft tips all four directions in the Uni-joint without restriction? (When my front yoke split, the U-joint was frozen.)

On page 10 of this thread is a series of images of my early Sport wiring with references/links to Scud's posts on page one relating to the later V11 ITI/hUR black face instrument wiring . . .