I was just wondering if it's reasonable to expect the fluid reservoir for the clutch on my 06 WRX might actually be 'synchronized' with clutch wear? It seems to be about halfway between max and min. Or, is there an inspection port for looking at clutch material?

I never really thought about it before. I guess it would, its a closed system

 

Clutch wear there is really too many variables, but I would expect over 80K miles to the sky is the limit. Just depends upon the driver and where the car lives. 

I am currently working on a 2000 OBW.  It has 185,000 miles on it and the original clutch is worn so that there are almost no grooves left in the friction material.  It is still a ways before the rivets would be grinding on the flywheel though.

 

No way to look at the friction material.  Remember the clutch friction disk is inside the pressure plate which is bolted to the flywheel.

yeah, I figured.

 

I do some easy, medium wrenching but have never seen what a clutch/pressure plate system looks like IRL.

 

I expect to have poor clutch lifespan as the car rarely sees the highway and , although I try to be  careful, I probably don't have the best shifting habits.

 

thanx guys

Edited April 27, 201510 yr by 1 Lucky Texan

My 2000 obw has 257,000 miles on it and its got the same clutch as when i bought it at 110,000. I had the engine out recently to replace the HG , checked  the clutch while I had it hanging ... and put it right back together again. You will know when your clutch slips and as long as you fix it quickly it won't ruin your flywheel . 

The fluid level actually rises as the clutch plate wears out, or so I have been told.

Depends if the slave cylinder pushes or pulls the clutch fork. I think it pulls the clutch fork, so it would raise with wear.

 

Sure yours has to be right in the middle to confuse us  

yeah, and the min-max markings are messing with my brain even worse!

Was looking through old posts.  Thought I would add to this one.

 

On my 00 OBW the slave cylinder PUSHES one end of the arm which then rotates around a fulcrum to push on the throwout bearing to disengage the clutch.

 

I would think that since the rod coming out of the slave cylinder is going out further, ie longer, that as the clutch wears more fluid is in the slave cylinder.  This would mean less fluid in the master cylinder so the fluid level should drop as the clutch material wears.

 

Having said that the pushrod coming out of the slave cylinder only moves about a 1/2 inch.  The slave cylinder is less than an inch in diameter so the amount of fluid that moves in to the slave is minimal, maybe 20-25 milliliter at maximum travel.