Another Red Cog / Constant Chime question

Hi all-

I'm looking for some help after a failed repair this weekend. What follows is the background, what's been done, some questions about how things work technically, and a request for advice on how to proceed. Here goes.

I performed a clutch and associated parts replacement due to some of the standard slipping, banging into drive symptoms that indicate a drivetrain issue.

The throwout bearing was just about completely stripped, which is what was likely the cause of the bad shifting/drive engagement. Here are the new parts I replaced:

• New throwout bearing
• New clutch fork
• New clutch pivot thing (plastic, OEM BMW part)
• Refurbished clutch: sent the old one out to Kentucky Clutch and had them install Kevlar friction material

Work I did while the transmission was out:

• I swapped the bolts from the slave cylinder into the transmission as some insurance for later.
• I inspected the slave cylinder but didn't see any signs of leaking so it was not replaced.
• I replaced all the o rings on the solenoids
• I unpinned and resealed all the wires to the sensor strip, as they were cracking and copper was exposed

When I went to start the adaptation, it never completed and I ended up with a red cog and a constant chime. I was able to drive that way without any performance issue and the new clutch and components gave me fast, smooth shifts (after breaking in the new clutch gently).

It seemed like I needed to revisit the components that I thought were OK. As such, I recently did the following work:

- Rebuilt the slave cylinder (new seals, kit from SMG Society MLR)

After many, many rounds of bleeding the system, the adaptation failed again, so I moved on to the last component that I thought might be the issue:

- Replaced the PLCD sensor/harness

Again, the adaptation failed in INPA. I tried to use DIS, as well, but that did not work. I've never been able to understand how to use ISTA, so I was not able to try the adaptation with that software.

Here's the technical questions:

• Besides the seals in the slave cylinder, what else could wear out? The other important thing in there is the magnet ring that slides along the rod does that wear out? It is possible that it has slid out of position somehow?
• Is there any other way to test the PLCD itself? I'm not sure, now, that my old PLCD was faulty.
• The error seems to be that the zero point of the clutch position is out of range. Would this be caused by a lower general thickness of the friction material (which is what I observed with the Kevlar clutch material, as compared with the standard/remaining organic clutch material)

What's my next step?
Can I somehow trick the software into thinking that the clutch engagement point is in range, somehow?
Is it possible this is a result of my "fix" of the sensor strip wires?

Let me just say, the car has been driving great, just driving me crazy with the incessant chime.

Thanks