Design wise, there is no adjustment but the lever w/dial. Where the spring pressure in the master sends the piston back home. In other words, the lever can be brought forward or back, but the base of the lever's fulcrum point remains loaded up at the stop.
That's why aftermarket cannot flat out duplicate the lever exact. It is more like a copy of a patented part. So it's just off so much to loophole the blueprints. Where the stop protrudes out, thus pushes the piston out enough to load the pressure plate off the stack.
Things occur to a point where it's hard to find N, plus the complaint of a slipping clutch pack. The design of the diameter of the hole, times the fluid about to be compressed calls the length of the piston's throw. The piston sent home is the pressure off the pressure plate. The modulation narrows down to the human factor of finding the IDIO to the feed.
Say too fast a speed is the difference of engine speed to back wheel, and in between both is to wrinkle the ramp of the slipper clutch assembly. The piston moves out as it follows the wear. Acts the same as a caliper's piston moving out, where it never loses lever pressure, or needs to be adjusted, etc.
Lever to grip action to show clutch wear. Acts the same as a cable:
1. Lever leaves grip, clutch starts to engage. Fresh clutch pack.
2. Lever leaves the grip farther away before engagement. Clutch worn, this side of slipping.
3. Idiosyncrasy calls the throw. Throttle feed to brain cells to lever's leave = Smooth Operator.
Any squid can throw a cable. Takes more of an art to let out a liquid lever.
Traffic Light Goes Green Throws The Lever Ever So Clean... Club