Clutch WearUser manual
Updated 13 October 2026. This is the same reference that ships inside the app.
How to take a clutch wear measurement and turn it into a report the customer understands. Channel numbers, designations and limits are taken from the factory workshop chapters and from the control units’ own data files (rli02.cod for the MY03–08 cars, mwb_tab02.cod for MY09–13). Where a figure is not published — the Aston index scale, the Audi limit — the manual says so rather than filling the gap with a guess.
How a job runs
- Read the tester. Put the car on the diagnostic tester and open the clutch measurement values for that model — the next section says exactly which ones.
- Type them in. Pick the model, enter the readings. The dial updates as you type, so a typo shows up immediately as a nonsense result.
- Add plate and technician. Scan or type the VIN if you want the car findable later.
- Print. The report is one page for the customer and the service advisor, and the job is saved to history at the same time.
Where to read the values
Channel numbers and limits below come from the factory documents and the workshop spreadsheet this app replaces. The exact menu path differs between testers, so each model has a note you can fill in with the route on your tester — it is saved on this device.
Lamborghini Gallardo MY04–08
e-gear · Marelli · channels 19 / 27 / 36
| Control unit | E-GEAR control unit (Marelli) |
|---|---|
| Where | Read data by local identifier. The two clutch positions are separate channels — 19 and 27 — not two lines of one block. Channel numbers are quoted in hex: ch 19 = decimal 25, ch 27 = decimal 39, ch 36 = decimal 54. |
| Wear limit | 5.6 mm maximum wear |
What each value is
- Ch 19 — closed position, self-calibrated — the position the gearbox has learned now
- Ch 27 — closed position as when new — the stored new-clutch baseline. This is the writable one
How wear is worked out
Wear = Ch 19 − Ch 27. Both channels are positions, not thicknesses: as the friction material thins the actuator has to travel further to close the clutch, so Ch 19 climbs away from Ch 27. Bigger difference = more worn.
Units
Millimetres as the Lamborghini tester shows them — it applies the conversion for you. If you are reading raw counts instead, both channels convert as (raw − 76) ÷ 28.17.
Also worth reading
Ch 36 — clutch deterioration index is worth entering as well: roughly 10 000 on a new clutch, replace around 20 000. A second published scale exists for the MY09 / LP640 (new 15 000, worn 20 000), so check which one your documentation uses before reading too much into a single number. PIS, the clutch pick-up point on channel 20, has its own page — tap PIS — setting the pick-up point under the print button. It is an adjustment, not a wear figure.
Watch out. Re-baseline after fitting a clutch. Ch 27 does not update itself — you copy Ch 19 into it. Skip that and the next reading measures the new clutch against the old one's baseline and looks brand new forever. If a control unit has been swapped and the baseline is lost, enter it within ±1 mm. Which limit applies. This model uses 5.6 mm — the same figure as the LP560-4, and the one used in dealership practice across every Gallardo. The older workshop check “Clutch Wear Check” L824-014201 states 7.6 mm for this generation. If you are holding that sheet you are not looking at an error: the app deliberately uses the tighter number, so a clutch between 5.6 and 7.6 mm is inside the old limit but outside this one.
Lamborghini Gallardo LP560-4
e-gear · MY09–13 · S-Cam · MWB 10
| Control unit | E-GEAR control unit (S-Cam, MY09–13 LP560) |
|---|---|
| Where | LaRa-AS → Measurement values → E-GEAR → channel 10. Lines 3 and 4 are the two clutch closed positions; lines 1 and 2 are the two health counters. |
| Wear limit | 5.6 mm maximum wear |
What each value is
- 10.3 — clutch closed position — one of the two positions
- 10.4 — clutch closed position (learned) — the other one
- 10.1 — clutch wear index — factory default 4 000, deteriorated above 15 000
- 10.2 — clutch kiss point — factory default 480, deteriorated above 800
How wear is worked out
Wear = the difference between lines 3 and 4. The factory chapter calls line 3 the real position and line 4 the initial one, while the tester’s own data file names line 4 the learned value — which normally means the current one. The two disagree, so the app takes the difference either way round and you cannot get it backwards.
Units
The tester reports these in bits — 60 bits = 1 mm. Tick the bits box and the app converts. Some testers show millimetres already; leave it unticked then. The factory range for a closed position is 1 050–2 000 bits, which is 17.5–33.3 mm. The app enforces that range on both fields — widened outward to 17–34 mm so the millimetre limit is a whole number rather than a fraction — and will not build a report from a value outside it. A reading beyond those bounds is a position sensor fault, not a clutch measurement.
Also worth reading
Lines 1 and 2 are independent of thickness — a clutch can be inside its 5.6 mm limit and still be failing on one of these, so enter both. Block 47.3 repeats the wear index as a snapshot and 11.4 gives clutch temperature; a hot gearbox skews a fresh reading, so measure cool.
Watch out. The factory chapter words the limit as a thickness — “deteriorated when less than 5.6 mm” — while the workshop practice this app replaces reads the same 5.6 mm as the largest difference you may see. The app follows the workshop reading. Worth knowing which way your own documentation means it before you argue a warranty claim.
Lamborghini Murciélago
e-gear · Marelli L147 · channels 19 / 27 / 36
| Control unit | e-gear control unit (Marelli L147) |
|---|---|
| Where | Read data by local identifier. The two positions are separate channels — 19 and 27. Channel numbers are quoted in hex: ch 19 = decimal 25, ch 27 = decimal 39. |
| Wear limit | 7.6 mm maximum wear |
What each value is
- Ch 19 — closed position, self-calibrated — the position the gearbox has learned now
- Ch 27 — closed position as when new — the stored new-clutch baseline. This is the writable one
How wear is worked out
Wear = Ch 19 − Ch 27 — the same direction as the early Gallardo, which shares this system. Ch 19 climbs away from Ch 27 as the clutch wears. Replace above 7.6 mm.
Units
Millimetres as the tester shows them. Raw counts convert as (raw − 76) ÷ 28.17.
Also worth reading
Ch 36 — clutch deterioration index: roughly 10 000 on a new clutch. The factory E-Gear chapter (L824-109000) states that the clutch must be changed when the index reaches 15 000, and that the deterioration band runs from 15 000 to 20 000. The app scales this reading 10 000 → 15 000, so it reaches zero at the factory replacement figure rather than at the end of the scale; a reading between 15 000 and 20 000 shows as past the limit. Note that the same chapter also says deterioration starts at 15 000, which cannot both be the start of deterioration and the replacement point — the app takes the replacement instruction, which is the safer of the two readings. The Gallardo MY04–08 uses the same channel but its own documentation, and is still scaled to 20 000. PIS — the pick-up point on channel 20 — has its own page: tap PIS — setting the pick-up point under the print button. It changes how the car pulls away and is not a wear figure, so it never appears on the report.
Watch out. Re-baseline after fitting a clutch. Ch 27 does not update itself — you copy Ch 19 into it, or the next reading measures the new clutch against the old baseline. A negative result means the two values went into the wrong fields, or the clutch was renewed without re-baselining.
Lamborghini Aventador
ISR
| Control unit | ISR gearbox control unit |
|---|---|
| Where | Measured value block MVB 18, line 2 — “present clutch wear”. |
| Wear limit | 7 mm maximum wear |
What each value is
- MVB 18.2 — present clutch wear — wear in millimetres, already calculated by the control unit
How wear is worked out
No arithmetic. The control unit reports wear directly, so the figure goes straight into the app.
Units
Millimetres as displayed.
Watch out. The Aventador was not covered by the verified channel reference — the block and the 7.0 mm limit come from the workshop spreadsheet only. Treat them as working figures; if your documentation gives a different limit, report it at clutch.evdiag.net/support so the figure in the app can be checked. Because the value comes pre-calculated there is also no baseline to check: a clutch replaced without resetting the adaptation keeps counting from the old one.
Audi R8
R tronic · same channels as the LP560
| Control unit | R tronic gearbox control unit |
|---|---|
| Where | Measurement channel 10, lines 3 and 4 — the same system as the Gallardo LP560, and the same calculation. |
| Wear limit | 5.5 mm maximum wear |
What each value is
- 10.3 — clutch closed position — one of the two positions, in bits
- 10.4 — clutch closed position (learned) — the other one, in bits
How wear is worked out
Wear = the difference between lines 3 and 4, divided by 60. The app does the division and takes the difference either way round.
Units
The Audi tester reports bits, so the bits box starts ticked here. 60 bits = 1 mm. Untick it only if your tester is already showing millimetres.
Watch out. Check the bits box matches what is on the screen in front of you. Millimetres entered with the box ticked give a wear figure sixty times too small and a clutch that looks brand new; bits entered with it unticked give sixty times too much. The 5.5 mm limit comes from the workshop spreadsheet rather than an Audi document — if yours says otherwise, report it at clutch.evdiag.net/support.
Aston Martin V8 Vantage 6-speed
Sportshift I · single-plate clutch
| Control unit | Sportshift I gearbox control unit (Magneti Marelli, 6-speed) |
|---|---|
| Where | Live data on the transmission control unit — TCM-MM in AMDS, the Marelli transmission control module on aftermarket testers. Read the self-tuned clutch closed position (AMDS CluTuneCL). With the engine idling the clutch is closed, so the clutch position reference (CluRef) reads the same figure — a useful cross-check. Check the clutch control as well (SB-07-0315, part D): with the engine idling, in neutral and in gear, the actual position (CluStroke) must stay within ±30 counts of CluRef and follow it through a gear change. If it does not, bleed the clutch hydraulics (workshop manual 08.00.AE) and learn the clutch again before trusting any reading. |
| Wear limit | 600 counts maximum wear |
What each value is
- Self-tuned clutch closed position — where the gearbox has learned the clutch closes now
- Clutch closed position when new — the same value read when this clutch was fitted. The control unit keeps no copy, so it comes from the job history or the invoice
- Kiss point delta, self-tuned — where the clutch starts to turn the input shaft (
CluTuneKiss) - Clutch wear index — information only (
ClutchWearIndex)
How wear is worked out
Wear = closed position now − closed position when new. As the friction material thins, the actuator travels further to close the clutch, so the figure climbs. Aston Martin puts the climb from a new to a worn-out clutch at 600 counts, whatever the starting value. If the new value was never recorded the app assumes 1 200, the middle of the 1 050–1 400 a new clutch reads, and says so on the report.
Units
Counts as the tester shows them — no conversion. AMDS calls them bits.
Also worth reading
Kiss point: about 550 on a new clutch, worn above 600 — but it only means something after the clutch has been learned several times. Clutch wear index: Aston Martin says it is not a wear measure but the ability of the friction material and flywheel to transmit torque, about 2 000–6 000 new and 6 000–10 000 worn. On a 4.3-litre car it appears only once the gearbox control unit has the latest calibration (SB-07-0315). Some testers label it “not sure of unit yet”, which is Aston's own description, and show a self-tuned counter beside it: the number of times the index has re-learned.
Watch out. Learn the clutch before you read it (service bulletin SB-07-0315). Erasing the clutch statistics puts the clutch values back to factory settings — the kiss point reads 525 — until the engine has been started and the clutch has learned again, so read nothing in between. Kiss point: coolant under 35 °C to start, park brake on and brakes applied, idle without touching the throttle or selecting a gear until it updates; restart and repeat until it holds within ±3, but not once the coolant is above 50 °C. Wear index: coolant above 80 °C, on a quiet road, 20–50 pull-aways in first gear only at 5 to 10 % throttle, until it changes by no more than 50 counts per update. A reading taken straight after a battery disconnect, a software update or a clutch change is not representative. Record the closed position whenever a clutch is fitted — it is the new value every later measurement needs. Without it a reading of 1 650 can be a worn-out clutch or one only a third worn. Tell the owner to wait about eight seconds after a cold start before pressing D or R or using the paddles, while the gearbox checks and calibrates the clutch. If that is regularly cut short, the clutch drifts out of adjustment, the shifts get worse and it wears faster.
Aston Martin V8 Vantage 7-speed
Sportshift II · single-plate clutch
| Control unit | Sportshift II gearbox control unit (Magneti Marelli, 7-speed) |
|---|---|
| Where | Live data on the transmission control unit — TCM-MM in AMDS, the Marelli transmission control module on aftermarket testers. Read the self-tuned clutch closed position (AMDS CluTuneCL). With the engine idling the clutch is closed, so the clutch position reference (CluRef) reads the same figure — a useful cross-check. Check the clutch control as well (SB-07-0315, part D): with the engine idling, in neutral and in gear, the actual position (CluStroke) must stay within ±30 counts of CluRef and follow it through a gear change. If it does not, bleed the clutch hydraulics (workshop manual 08.00.AE) and learn the clutch again before trusting any reading. The 7-speed is in every V8 Vantage S and in the V8 Vantage from MY12.5. |
| Wear limit | 600 counts maximum wear |
What each value is
- Self-tuned clutch closed position — where the gearbox has learned the clutch closes now
- Clutch closed position when new — the same value read when this clutch was fitted. The control unit keeps no copy, so it comes from the job history or the invoice
- Kiss point delta, self-tuned — where the clutch starts to turn the input shaft (
CluTuneKiss) - Clutch wear index — information only (
ClutchWearIndex)
How wear is worked out
Wear = closed position now − closed position when new. As the friction material thins, the actuator travels further to close the clutch, so the figure climbs. Aston Martin puts the climb from a new to a worn-out clutch at 600 counts, the same as the 6-speed. If the new value was never recorded the app assumes 1 200, the middle of the 1 050–1 400 a new clutch reads, and says so on the report.
Units
Counts as the tester shows them — no conversion. AMDS calls them bits.
Also worth reading
Kiss point: about 480 on a new clutch, worn above 550 — lower than the 6-speed, and only meaningful after the clutch has been learned several times. Clutch wear index: Aston Martin says it is not a wear measure but the ability of the friction material and flywheel to transmit torque, about 2 000–6 000 new and 6 000–10 000 worn. Some testers label it “not sure of unit yet”, which is Aston's own description, and show a self-tuned counter beside it: the number of times the index has re-learned.
Watch out. Check recall RA-07-0022 first. V8 Vantage S built July 2010 – August 2012 and V8 Vantage 7-speed built November 2011 – August 2012 had a software update that left the old clutch adaptations and wear-index data in place; the recall re-installs the software and re-teaches the clutch. Until it is done the stored values cannot be trusted. Learn the clutch before you read it (SB-07-0315). Erasing the clutch statistics puts the clutch values back to factory settings — the kiss point reads 525 — until the engine has been started and the clutch has learned again, so read nothing in between. Kiss point: coolant under 35 °C to start, park brake on and brakes applied, idle without touching the throttle or selecting a gear until it updates (the light in the N button flashes meanwhile); restart and repeat until it holds within ±3, but not once the coolant is above 50 °C. Wear index: coolant above 80 °C, on a quiet road, 20–50 pull-aways in first gear only at 5 to 10 % throttle, until it changes by no more than 50 counts per update. Record the closed position whenever a clutch is fitted — without it a reading of 1 650 can be a worn-out clutch or one only a third worn. Tell the owner to wait about eight seconds after a cold start before pressing D or R or using the paddles, while the gearbox checks and calibrates the clutch — on cars built from August 2011 the light in the N button flashes until it is done. If that is regularly cut short, the clutch drifts out of adjustment, the shifts get worse and it wears faster.
Aston Martin V12 Vantage S
Sportshift III · twin-plate clutch
| Control unit | Sportshift III gearbox control unit (7-speed, twin-plate clutch) |
|---|---|
| Where | Live data on the transmission control unit — the same three values as the V8 Vantage: the self-tuned clutch closed position, the kiss point and the clutch wear index. The names differ from tester to tester. |
| Wear limit | 700 counts maximum wear |
What each value is
- Self-tuned clutch closed position — where the gearbox has learned the clutch closes now
- Clutch closed position when new — the same value read when this clutch was fitted. The control unit keeps no copy, so it comes from the job history or the invoice
- Kiss point delta, self-tuned — where the clutch starts to turn the input shaft
- Clutch wear index — information only
How wear is worked out
Wear = closed position now − closed position when new. Aston Martin puts a new twin-plate clutch at about 1 150 and a fully worn one near 1 850 — a climb of 700 counts. If the new value was never recorded the app assumes 1 150 and says so on the report.
Units
Counts as the tester shows them — no conversion.
Also worth reading
Kiss point: about 450 new, worn above 600. The twin-plate clutch sits in an alloy casing that grows with heat, so Sportshift III learns a separate kiss point at each temperature step — roughly 450 at 30 °C, 475 at 70 °C, 500 at 90 °C, 525 at 110 °C, 550 at 140 °C and 575 at 190 °C. Compare like with like: a hot reading is meant to be higher. Clutch wear index: not a wear measure; a good new clutch settles around 5 000–6 000 and can reach 11 000 when worn.
Watch out. Aston Martin's figures for this gearbox come from its engineering cars and are approximate. A closed position of 1 850 is not proof of a worn-out clutch if it started above 1 150, so record the closed position whenever a clutch is fitted. Learn the clutch before reading it, as on the V8.
PIS — the clutch pick-up point
Reference only. Nothing on this page changes a wear measurement or appears on a customer report.
What PIS is
PIS — Clutch Slip Position Start. That is the tester’s own wording. It is the point in the clutch’s travel where it starts to bite as the car pulls away — what a manual-gearbox driver feels through the pedal. It is often written out in Italian as punto inizio slittamento.
Channel 20. LaRa-AS reports it as Read Data By Local Identifier [20]: Self-calibrated Clutch Slip Position Start (PIS) Delta. The word that matters is Delta: unlike the closed-position channels 19 and 27 it is not a position, so it carries no −76 offset. The tester’s own example reads raw [00 D7] — 215 — and displays 7.63 mm, which is 215 ÷ 28.17.
Every car leaves the factory calibrated. PIS exists because clutches vary from one unit to the next, so a particular car may want a small trim. The trim is made by writing a new value into the gearbox control unit with the diagnostic tester — there is nothing mechanical to adjust.
It is an adjustment, not a measurement. Changing it changes how the car drives. It does not change the clutch’s condition, it is not part of the wear calculation, and it never appears on the printed report.
Which way to move it
| Value | Car handling during take-off |
|---|---|
| Below the default | More harsh. Biting point at lower RPM. The clutch closes sharper and slips less. |
| Default | The factory value, marked in every table below. Start here on any car whose history you do not know. |
| Above the default | More soft. Biting point at higher RPM. The clutch closes smoother and slips more. |
The wording in the first and third rows is Lamborghini’s, taken from the tables themselves. The trade-off is in the last four words: slipping more means more heat into the friction material, so winding PIS up to cure a poor take-off buys smoothness with clutch life.
Not every e-gear has one
Factory PIS tables exist for the Gallardo MY04–05, Gallardo MY06–08, Murciélago MY04–06 and Murciélago MY07–10. Those four are below.
The Gallardo LP560-4 (MY09–13, S-Cam) has no PIS adjustment. That gearbox adapts the pick-up point itself, so there is nothing to write and no table was ever published for it. The app shows no PIS page when an LP560-4 is selected — that is not a gap in the app.
The Aventador (ISR) and the Audi R8 and Aston Martin systems are outside this chapter altogether.
Factory tables
Lamborghini Gallardo MY04–08
MY04–05
| Hex | Bit | mm | Handling |
|---|---|---|---|
| 86h | 134 | 4.76 | More harsh Biting point at lower RPM |
| 87h | 135 | 4.79 | |
| 88h | 136 | 4.82 | |
| 89h | 137 | 4.86 | |
| 8Ah | 138 | 4.89 | |
| 8Bh | 139 | 4.93 | |
| 8Ch | 140 | 4.96 | Default value |
| 8Dh | 141 | 5.00 | More soft Biting point at higher RPM |
| 8Eh | 142 | 5.04 | |
| 8Fh | 143 | 5.08 | |
| 90h | 144 | 5.11 | |
| 91h | 145 | 5.14 | |
| 92h | 146 | 5.18 | |
| 93h | 147 | 5.22 | |
| 94h | 148 | 5.25 | |
| 95h | 149 | 5.29 | |
| 96h | 150 | 5.32 |
Rows step by 1 bit. Conversion: raw ÷ 28.17.
The sheet for these two years prints the reference row but no harsh / soft column. Direction is the same as every other table here — below the reference is sharper, above it is softer.
MY06–08
| Hex | Bit | mm | Handling |
|---|---|---|---|
| 90h | 144 | 4.80 | More harsh Biting point at lower RPM |
| 91h | 145 | 4.83 | |
| 92h | 146 | 4.87 | |
| 93h | 147 | 4.90 | |
| 94h | 148 | 4.93 | |
| 95h | 149 | 4.97 | |
| 96h | 150 | 5.00 | Default value |
| 97h | 151 | 5.03 | More soft Biting point at higher RPM |
| 98h | 152 | 5.07 | |
| 99h | 153 | 5.10 | |
| 9Ah | 154 | 5.13 | |
| 9Bh | 155 | 5.17 | |
| 9Ch | 156 | 5.20 | |
| 9Dh | 157 | 5.23 | |
| 9Eh | 158 | 5.27 | |
| 9Fh | 159 | 5.30 | |
| A0h | 160 | 5.33 |
Rows step by 1 bit. Conversion: raw ÷ 30.
Lamborghini Murciélago
MY04–06
| Hex | Bit | mm | Handling |
|---|---|---|---|
| BEh | 190 | 6.74 | More harsh Biting point at lower RPM |
| C3h | 195 | 6.92 | |
| C8h | 200 | 7.10 | |
| CDh | 205 | 7.28 | |
| D2h | 210 | 7.45 | |
| D7h | 215 | 7.63 | Default value |
| DCh | 220 | 7.81 | More soft Biting point at higher RPM |
| E1h | 225 | 7.99 | |
| E6h | 230 | 8.16 | |
| EBh | 235 | 8.34 | |
| F0h | 240 | 8.52 |
Rows step by 5 bit. Conversion: raw ÷ 28.17.
MY07–10
| Hex | Bit | mm † | Handling |
|---|---|---|---|
| C8h | 200 | 7.10 | More harsh Biting point at lower RPM |
| CBh | 203 | 7.21 | |
| CEh | 206 | 7.31 | |
| D1h | 209 | 7.42 | |
| D4h | 212 | 7.53 | |
| D7h | 215 | 7.63 | Default value |
| DAh | 218 | 7.74 | More soft Biting point at higher RPM |
| DDh | 221 | 7.85 | |
| E0h | 224 | 7.95 | |
| E3h | 227 | 8.06 | |
| E6h | 230 | 8.16 |
Rows step by 3 bit. Conversion: raw ÷ 28.17. Factory advice for these years: 3 bit maximum between road tests. † millimetres derived, not quoted — see the note.
The factory table for these years prints hex and bits only. The millimetre column here is converted at raw ÷ 28.17 and is not quoted by Lamborghini. It can be trusted: the MY04–06 table publishes millimetres for 200 bit (7.10) and 230 bit (8.16), the two values that bound this table, and both agree exactly.
The factory procedure
Published for the Murciélago LP640 MY09 (software 086927755A / …C) and reproduced here as written. The same method is what the earlier tables are for; the temperatures, the throttle openings and the rev window are quoted, not invented.
- Get the car properly hot. Engine water above 80 °C and engine oil above 80 °C. Both conditions, not either.
- Write the current value down. Read channel 20 and note it before you touch anything, so the car can always go back exactly as it arrived.
- Check the clutch first. If wear is near its limit, PIS is not the answer — you would be masking a worn clutch. Measure before you adjust.
- Drive off several times at more than 80% throttle, leaving a few minutes between attempts to let the clutch cool. Watch the engine speed as it takes off.
- The target is a stable 2300–2700 rpm with no swings. That band is the reference.
- Below the band → raise PIS. Above the band → lower it. See the note under this list before you act on the second half of that sentence.
- Move in small steps — 3 bit maximum between one test and another. Lamborghini’s reason is worth quoting: “considering the dispersion between the various clutches, it is not possible to foresee a correlation between the PIS variation and engine speed increase / decrease.” You cannot calculate the answer; you creep up on it.
- Make the change take effect. After writing the value, switch the control unit off for at least 10 seconds. Then start the engine and make at least 5 pick-ups at under 50% throttle so the unit settles onto the new self-calibration parameters (IDegrFriz).
- Re-test, then stop when it is right — not when it is smoothest. The smoothest setting is usually too high, and the customer pays for it in clutch life.
An error in the source document. The factory text gives two bullets — engine speed below the band, and engine speed above it — and both say to set a PIS value higher than the current one. They cannot both be right. The same page states that increasing PIS increases the pick-up speed and decreasing it lowers the pick-up speed, so the second bullet should read lower. This app follows the physics, not the typo, and flags it here rather than reproducing it silently.
PIS is not a wear figure. It never appears on the customer report, and changing it does not change the clutch measurement. In the app it has its own page, reached from the button under Print report as PDF.
Sources: LaRa-AS diagnosis system L824-109000, E-Gear section (channel list, PIS procedure, MY07–10 table) and the Lamborghini PIS reference tables for Gallardo MY04–05, Gallardo MY06–08 and Murciélago MY04–06. Nothing on this page is filled in from guesswork; the one derived column is marked as derived.
Reading the result
| Shows | Means |
|---|---|
| Green over 35% | Plenty of friction material left. Nothing to do at this service. |
| Amber 15–35% | Wearing out. Tell the customer now so replacement is planned, not an emergency. If mileage is entered the report adds an indicative remaining distance. |
| Red under 15% | Replacement recommended. Below zero the clutch has reached its wear limit. |
The percentage is material remaining, not a health score. It is the measured wear against the maximum wear allowed for that model — nothing else is folded in.
If something looks wrong
| Symptom | Usually means |
|---|---|
| Negative wear | The two values are the wrong way round, or the clutch and its adaptation were renewed and the reference has been reset. |
| Wear far too high | The tester is showing bits, not millimetres. 60 bits = 1 mm — tick the bits box on the Gallardo LP560-4; on the Audi R8 it starts ticked. |
| Almost no wear on a tired clutch | The new-clutch reference was re-learned at some point, so wear is being counted from that moment rather than from new. |
| Result disagrees with the feel of the car | Wear is one measurement. Glazing, contamination, a bad kiss point or hydraulic problems all cause slip at healthy thickness — check the extra values where the model has them. |
Where these numbers come from
| Gallardo MY04–08 | Channel designations, byte counts, factors and offsets read verbatim from the tester’s own rli02.cod (MY03–MY08); PIS ranges and step sizes from the same reference. The wear limit applied here is 5.6 mm — the same figure as the LP560-4, and the one used in dealership practice across every Gallardo. The older workshop check “Clutch Wear Check” L824-014201 states 7.6 mm for this generation; the app deliberately uses the tighter number. |
|---|---|
| Murciélago | Same rli02.cod channel reference. The 7.6 mm limit is stated independently by “Clutch Wear Check” L824-014201 and by the LaRA-AS e-gear manual, and is applied to every Murciélago model year. |
| Gallardo LP560-4 MY09–13 | Lamborghini “Gallardo LP560-4 S-CAM” workshop chapter, page 7: channel 10 lines 3 and 4, the 5.6 mm figure, the bits conversion (÷ 60) and the MWB 10 defaults — wear index 4 000 rising to a 15 000 limit, kiss point 480 rising to 800, closed position 1 050–2 000 bits. Block names cross-checked against mwb_tab02.cod (MY09–MY13), whose 17.5–33.3 mm range is the same 1 050–2 000 bits. |
| Aventador · Audi R8 | Workshop spreadsheet. Neither platform is covered by the verified channel reference. |
| Aston Martin V8 Vantage V12 Vantage S | Aston Martin “Approximate Guide to Clutch Values” (Rev2, from sample tests): closed position 1 050–1 400 new rising 600 counts to worn on the V8 Vantage 6- and 7-speed, about 1 150 rising 700 on the V12 Vantage S twin plate; the kiss point and wear index bands. Service bulletin SB-07-0315 (V4, June 2017) for the values to read, the clutch learn and the clutch control check; recall RA-07-0022 for the 7-speed. Aston calls its own figures approximate. |
The wear limit for each model is fixed by the app and cannot be edited, so two technicians measuring the same car always reach the same verdict and the customer’s copy always states the figure that was used.
If a limit disagrees with your documentation, send us the figure and the document it comes from so the shipped value can be checked. Always check against the manufacturer's current service documentation before advising a customer.
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