help me identify the 360 problem, may not be f1

You must get this car on a proper scan tool. It could be a few different things. One thing that jumps to mind is a failing cam variator or solinoids.

 

Can you read a clutch percentage on your Leo for us?

The fancy expensive tools are indeed wonderful... But you have to be able to understand how to use them ~ or they are pretty useless.

It sounds to me like it very well could be clutch wear or sensor related but I would like to get a read on that 1st.

 

Well lets see... Your "Percentage clutch wear degree" is reading an odd number @ 12752. I recall a more normal figure to be like 2881. Your "self calibrated closed clutch position" @ 18.38 looks accurate. I recall 18.95 under normal conditions. Your "New closed clutch position" is only slightly high at 16.9, I commonly see 14.3's.

How about your "clutch configuration" value? Can you find that on the Leo & report? It could be around say 18 ~ give or take. It is accessible on the PIS setting page, or the clutch bleeding actuator page.

I have seen engagement potentiometer codes previously that resulted in running a self learn, then cleaning of the potentiometers (did not help), recentering of the shift forks (special tool required), and finally replacement of the shift actuator. No bucking noted though.

Suspension codes like yours are commonly a ground or contact issue at the sensor. That could be the bucking that you have experienced.

 

Something is way wrong with your gearbox and clutch. The specifications for 360 PIS are 4.5mm minimum to 5.5mm maximum. The 360CS runs a lower PIS of 4.2mm. Your PIS of 5.8 is too high.

The clutch wear degree should be around 4000, if it is lower then the clutch is set up tight (not slipping), if it is higher it indicates that the clutch is slipping.
Your value of 12752 is crazy high, indicating major slippage of the clutch.

The difference between the self-calibrated closed clutch position (18.39mm) and the new closed clutch position (16.98mm) indicate the wear of the clutch using movement of the throw-out bearing (18.39-16.98=1.41mm). 1.41mm of wear is in line with the 13.79% wear that is read. The Ferrari spec for the new closed clutch position is (14.2-14.8mm).

Someone must have replaced the clutch at some point in time and not set it up correctly for the PIS to have to be set so high and the clutch wear degree to be so high. The only fix that I know of for the clutch is to replace it and reset everything correctly. Otherwise you have to fudge the figures in order to try and get it to work, which is what it looks like someone has already done.

The three errors that you have relating to the gearbox indicate that the ECU is having an selection shaft error (engagements with wrong shifts), basically the gear selection shaft is in the wrong position. if you are seeing potentiometer errors as well, the ECU needs that information to know what postion the selection and engagement shaft is in. You have to make sure that the potentiometers are ok. If they are ok, then you need to bleed the actuator, check the centering position of the actuator, read the engagement and selection parameters and make sure that they draw a good grid pattern. If the gear grid pattern is bad, then the actuator may need replacement.

 

Go to the Leo coding page & check to confirm.

It looks to me like your input from each contributor is mostly the same. While the % wear degree is off like Motab & I noted I am not too sure that I would replace everything & start over unless it was completely disabled. While I respect that suggestion - that is the path of most resistance to me. Perhaps we can find a easier way?

It seems as if your complaint is the lack of throttle action and the shake at take off. I would confirm all of the acceleration sensors that you have found fault codes for and start there.

Lastly: If you can produce a quick video of the shake perhaps that would describe the condition better for us ~ by seeing it happen.

 

The violent shake during initial acceleration sounds like a clutch engagement problem. There could be an issue with the position sensor, the throw-out bearing sticking on the sleeve, or the pressure plate/clutch itself. If the ECU doesn't know where the engagement point of the clutch is due to improper initial setup or one of the previously mentioned issues it is going to have a hard time having a smooth initial engagement.

It sounds like the transmission going to fail-safe mode due to the ECU having engagement/selection issues: not knowing the position of the selector shaft.