User manual

Reading the values

Updated 10 September 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. The exact menu path differs between diagnostic testers, so each model in the app has a note you fill in with the route on your own equipment.

How a job runs

1. Read the tester. Put the car on the diagnostic tester and open the clutch measurement values for that model.
2. Type them in. Pick the model and enter the readings. The dial updates as you type, so a typo shows up immediately as a nonsense result.
3. Add plate and technician. Scan or type the VIN if you want the car findable later.
4. Print. One page for the customer and the service advisor, saved to history at the same time.

Lamborghini Gallardo MY04–08

e-gear · Marelli · channels 19 / 27 / 36

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.

Lamborghini Gallardo LP560-4

e-gear · MY09–13 · S-Cam · MWB 10

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.

Lamborghini Murciélago

e-gear · Marelli L147 · channels 19 / 27 / 36

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.

Lamborghini Aventador

ISR

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.

Audi R8

R tronic · same channels as the LP560

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.

Aston Martin

AMT / Sportshift

What each value is

• Clutch wear index — a single counter that rises as the clutch wears

How wear is worked out

Wear is interpolated on the index scale: 1200 = new, 1800 = worn out. The app converts that to a percentage.

Units

A plain counter — no unit, no conversion.

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

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

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

Rows step by 1 bit. Conversion: raw ÷ 30.

Lamborghini Murciélago

MY04–06

Rows step by 5 bit. Conversion: raw ÷ 28.17.

MY07–10

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.

1. Get the car properly hot. Engine water above 80 °C and engine oil above 80 °C. Both conditions, not either.
2. 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.
3. 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.
4. 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.
5. The target is a stable 2300–2700 rpm with no swings. That band is the reference.
6. 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.
7. 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.
8. 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).
9. 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.

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

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

Changing a wear limit

Every limit is editable — tap the limit chip beside Tester values in the app. A changed limit is marked on the printed report, so the customer's copy always says which figure was used.

What the app stores

Everything stays on the device: the jobs you print, the workshop name, the technician name and the wear limits you have changed. Nothing is uploaded. Back the jobs up to a file from the Guide screen before changing phone — see the privacy policy for the detail.