Dakota Digital SERIES II STR5D User Manual

SERIES II  
VACUUM FLUORESCENT DIGITAL DASHBOARD  
The latest in digital dashboard technology for the  
street rodder, car, and truck enthusiast.  
INSTALLATION AND OPERATION MANUAL  
Please read this before beginning installation or wiring.  
MODELS STR3D, STR4D, STR5D, & STR6D  
3421 W. Hovland Ave.  
Sioux Falls, SD 57107  
Phone: (605) 332-6513  
FAX: (605) 339-4106  
WARNING  
The vacuum fluorescent displays are made of glass and should be handled with care. Use  
extreme care around the glass evacuation tubes (small tubes at the bottom of each  
display) as bumping them may cause breakage and render the display useless.  
MOUNTING DISPLAY SYSTEMS WITH SUBPANELS  
When mounting instrumentation systems mounted to a Lexan subpanel, begin by  
removing the subpanel from the aluminum. Cut an opening in the dash just smaller than the  
outer dimensions of the aluminum panel. Remove all nuts and washers from the studs on the  
back side of the panel and insert into the hole. Next, install four washers or clips and secure  
with a nut on each. This is what holds the panel to the dashboard. Now, install a nut on each  
stud and set the display panel in place over the studs. If the studs were bent slightly inward  
from securing the aluminum panel, you may have to bend them outward to line up with the holes  
on the lectern subpanel. Always lay the display panel aside when not in use to avoid  
accidentally damaging the displays. Once aligned, secure it with an additional four nuts. Leave  
a gap of no less than 1/8" between the display glass and the front lens material. Be careful not  
to compress the glass against the front lens. Again, note that the displays are glass and should  
be handled with care. Use extreme care around the glass evacuation tubes (small tubes at the  
bottom of each display) as bumping them may cause breakage and render the display useless.  
MOUNTING SYSTEMS WITH DISPLAYS MOUNTED TO ALUMINUM  
When mounting year specific aluminum panel, cut an opening into the dashboard if  
necessary and secure the entire panel with the instrumentation using the appropriate mounting  
hardware. Some panels are set into the front of the dash while others are installed from the rear  
of the dash. The exact mounting configuration will depend on what year car and panel you are  
installing.  
MOUNTING SINGLE LENS SYSTEMS  
Your DAKOTA DIGITAL single lens system will come to you with a single plexiglass lens  
and instrumentation that is mounted in an aluminum case. The lens and the instrumentation  
have corresponding mounting holes. After you have affixed the mounting studs of your choice  
to the backside of your dash, the lens piece should be slid over the studs followed by the display  
system. The lens can be secured with either washers and nuts, or by a bead of RTV around the  
back side of the lens and case. If RTV is used, the system will need to be held in place until it  
has had time to cure. The lens should be tight against the aluminum display case.  
3
MOUNTING KITS INTO ORIGINAL DASHES  
When installing the display system into the original bezel, several steps must be taken to  
prepare the bezel. The first is to remove the cluster from the dashboard and all instrumentation  
from the bezel. You should essentially be left with a bare chrome or metal bezel. Remove all  
felt inserts from the back side of the bezel that sit between the lens and the chrome.  
55-56 Chevy car chrome bezel shown with lens and display opening outlines.  
Next, take the supplied lens, with the lettering facing the front of the dash and place it in  
the chrome bezel. Lay a bead of RTV around the back side of the lens to secure it in place.  
After the RTV has cured, the display panel is ready to be placed on the bezel. If studs were  
supplied with the panel, screw them into the bezel and place a nut on them before placing the  
display system on it.  
Be very careful not to hit the displays against anything as they are glass and will break.  
Adjust the height of the panel so that the glass displays are 1/8" away from the front lens.  
Applying a lock washer and nut to the studs behind the display panel, secure the display panel  
to the bezel. If screws were provided with the panel, secure them through the display panel and  
into the bezel. No additional holes should need to be drilled. All holes in the display systems  
are pre-drilled at the factory.  
CONTROL BOX  
Once the display panel is in place, mount the control box within the connecting cable's  
distance (approximately 3 feet) and secure to the underside of the dashboard. This case does  
not have to be mounted to metal, but by doing so you will provide a better ground to the control  
box. When connecting the display cable to the unit, be very sure to pay attention to the "up"  
side of the connector. Align the connector in the socket and press firmly into the control box.  
The connector locks will secure the connector. Some systems also have a 2-wire connector  
from the display panel that must also be connected. This plugs in next to the flat gray cable.  
4
Wiring the control box into the vehicle.  
+12V  
Connect the +12V terminal to accessory power from the fuse panel or vehicle wiring  
harness. This terminal should have power when the key is on or in accessory position. In  
addition to powering the display system, this is also where the voltmeter gauge senses the  
vehicle electrical system voltage.  
Use 20 AWG or larger wire to ensure the system gets good power.  
Never connect this to a battery charger alone. It needs to have a 12 volt battery  
connected to it. Battery chargers have an unregulated voltage output that will cause the system  
to not operate properly.  
GROUND  
This is the main ground for the display system. A wire should be run from this terminal to  
the vehicle’s main ground location at the chassis or engine block. This ground wire should also  
be connected to the control box case. One of the mounting screws or case lid screws can be  
used for this. Do not use the dash or a dash support brace for the ground connection.  
Use 18 AWG or larger wire to ensure sufficient grounding. Proper vehicle grounding is  
extremely important for the gauges to read and operate correctly. The engine block should  
have heavy ground cables to the battery, frame, firewall, and body. Failure to properly ground  
the engine block or the control box can cause incorrect or erratic operation.  
DIMMING  
The gauges are designed to dim down when the headlights are turned on. This is to  
reduce the display intensity at night so the gauges do not cause eye strain or reduced night  
vision. Connect this to the tail light or parking light circuit so that it has 12 volts whenever the  
headlights are on. When this terminal does not have power the display system will be at full  
brightness. When power is applied, the display dims to an adjustable level. The night  
brightness level is adjustable two different ways.  
The default method is to have the system to dim to a preset level when the lights are  
turned on. This brightness is adjusted by turning the shaft protruding from right side of the  
control box, next to the display system connector. Turning the shaft clockwise will decrease the  
brightness. The shaft will rotate ¾ turn from stop to stop. Do not attempt turn it past the stops.  
See DIM ADJ for a description of the second method.  
DIM ADJ  
The second method allows you to have a dash mounted control to vary the brightness  
while the headlights are on. This requires a 10k potentiometer or Dakota Digital’s DIM-1 kit. A  
stock headlight rheostat will not work. The dash mount dimmer has two wires, one connects to  
the DIM ADJ terminal and the other connects to ground. To allow the dash mount dimmer to  
have full control, the shaft on the side of the control box must be turned fully counter-clockwise.  
The dash mount dimmer will only vary the display brightness when the DIMMING terminal has  
power.  
5
SPEED  
The vehicle speed sensor (VSS) connects to this to tell the system how fast the vehicle is  
moving. For two wire speed sensors, like the one Dakota Digital supplies with this system, the  
polarity of the wires does not matter. Connect one wire to ground and the other to the speed  
terminal. The speed sensor ground wire should be brought back to the control box to ensure a  
proper signal is received. Twisting the ground and signal wires around each other provides an  
additional level of interference protection. The speed signal wire should not be routed along  
side ignition or other high current or high voltage wires.  
For vehicles which already have a vehicle speed signal, tap into the VSS wire and  
connect it to the speed terminal. You may have to consult a vehicle service manual or wiring  
diagram to determine wire color and location.  
This system can accept 4000 ppm – 128000 ppm speed signals. The sensor that Dakota  
Digital provides is an 8000 ppm type. The speedometer is fully adjustable and calibration is  
discussed in a later section. Failure to calibrate the speedometer may cause your odometer mileage to  
increase very rapidly if the speedometer is reading too fast.  
TACH  
Depending on the type of system that you have there may be no tachometer, a bar graph  
tachometer, a digital tachometer, or both bar graph and digital readouts. Connect the tach  
terminal to the ignition system. On vehicles using a separate ignition coil, connect to the  
negative side of the coil. The negative side of the coil will be the wire that goes to the points or  
electronic ignition module. For GM HEI ignition equipped motors, connect the tach terminal to  
the terminal marked “TACH” or on some systems, to a single white wire with a spade terminal  
on it. On MSD ignition systems, connect to the TACH output terminal. With magneto system  
connect to the kill wire for the tach signal. Do not connect the TACH terminal to the secondary,  
or high voltage side, of the ignition coil. To ensure that the ignition system does not interfere  
with any other dashboard functions, do not run the tachometer wire along side any other sender  
or input wires. DO NOT USE SOLID CORE SPARK PLUG WIRES WITH THIS DASHBOARD  
SYSTEM. Solid core ignition wires cause a large amount of electromagnetic and radio  
frequency interference which can disrupt the system operation.  
The tachometer is compatible with 4, 6, 8, and 10 cylinder gasoline engines. There are  
DIP programming switches inside the control box that set the number of cylinders, tach bar  
graph full scale range, and tach display type. These settings are discussed later in the section  
on internal adjustments. If a diesel engine is being used and the alternator has a tach output,  
then Dakota Digital’s DSL-1 interface will convert the alternator signal to operate the  
tachometer.  
WATER  
The water temperature sender included with this system must be used. Other senders  
will cause incorrect readings. The sender mounts on the engine block or into the intake  
manifold so that the end of the sensor is in the engine coolant flow. The sender gets its  
electrical ground connection to the engine block through its threads. Do not use Teflon tape or  
thread sealant on the sender threads. Doing so can cause incorrect readings or cause the  
gauge to display an out of range indication. A sender with 3/8 NPT thread size is normally  
included and 1/8 NPT thread size is available. If the engine you have requires a different thread  
size you will need to use an adapter to convert the thread size. Adapters can be found at your  
local auto parts dealer or hardware store.  
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A single wire should be run from the terminal on top of the water sender to the control  
box terminal marked WATER. If your wiring harness already has a wire routed through the  
vehicle for the water temperature then it may be used. Do not route the water sender wire along  
side a spark plug wire or other high current or high voltage wires. Doing so can cause incorrect  
or erratic gauge readings.  
If the water display shows “---“ this indicates that the control box is sensing a short to  
ground or out-of-range error from the sender or sender wire. If the water display shows “EEE”  
this indicates that the control box is sensing an open circuit or out-of-range error from the  
sender or sender wire. If either indication remains on the display, inspect the sender wire for  
damage, check the routing of the sender wire, check the sending unit grounding, and check that  
the correct sending unit is connected. The sending unit should be stamped with “VDO” and  
“150°C”.  
Replacement sender part numbers are:  
Dakota Digital  
SEN-04-1  
SEN-04-2  
SEN-04-4  
SEN-04-6  
VDO equivalent  
323 057  
323 059  
323 060  
323 092  
1/8” NPT  
3/8” NPT  
½” NPT  
12mm  
OIL  
The oil pressure sender included with this system must be used. Other senders will  
cause incorrect readings. If the sender mounting location is too small or is restricted, then pipe  
fittings may be required to move the sender away from the restrictions. Oil pressure line may  
also be used to remote mount the sender to the fire wall. The sender gets its electrical ground  
connection to the engine block through its threads. Do not use Teflon tape or thread sealant on  
the sender threads. Doing so can cause incorrect readings or cause the gauge to display an  
out-of-range indication. If the sender is being remote mounted away from the engine, make  
sure the sender case is ground well. The sender has 1/8 NPT thread size. If the engine you  
have requires a different thread size you will need to use an adapter to convert the thread size.  
Adapters can be found at your local auto parts dealer or hardware store.  
A single wire should be run from the terminal on top of the oil sender to the control box  
terminal marked OIL. If your wiring harness already has a wire routed through the vehicle for  
the oil sender then it may be used. Do not route the oil sender wire along side a spark plug wire  
or other high current or high voltage wires. Doing so can cause incorrect or erratic gauge  
readings.  
If the oil display shows “—“ this indicates that the control box is sensing a short to ground  
or out-of-range error from the sender or sender wire. If the oil display shows “EE” this indicates  
that the control box is sensing an open circuit or out-of-range error from the sender. If either  
indication remains on the display, inspect the sender wire for damage, check the routing of the  
sender wire, check the sending unit grounding, and check that the correct sending unit is  
connected.  
Replacement sender part numbers are:  
Dakota Digital  
150015  
VDO equivalent  
360 086  
100 psi  
FUEL  
The fuel gauge sending unit is not normally supplied with the system. The display  
system will usually use the fuel sending unit that is already in the tank. The sending units that  
are compatible with this system are as follows: GM, Ford, VDO, and Stewart Warner. The  
Stewart Warner sender type is used by most after-market gauges. The DIP programming  
switches inside the control box must be set to indicate which sender type you are using.  
7
A single wire should be run from the fuel sender to the control box terminal marked FUEL. If  
your wiring harness already has a wire routed through the vehicle for the fuel sender then it may  
be used. If using a wire from an existing harness, make sure that the wire does not have power.  
The fuel sender gets power from the control box only. Fuel senders get their ground from the  
sender mounting plate. Make sure that a ground wire is connected from one of the sender  
mounting bolts to the vehicle frame.  
The fuel sender type is selected using the DIP programming switches located inside the  
control box. The settings are discussed later in the section on internal adjustments.  
If the fuel display shows “—“ this indicates that the control box is sensing a short to  
ground or out-of-range error from the sender or sender wire. If the fuel display shows “EE” this  
indicates that the control box is sensing an open circuit or out-of-range error from the sender. If  
either indication remains on the display, inspect the sender wire for damage, check the routing  
of the sender wire, check the sending unit grounding, and check that the DIP programming  
switches are set correctly for the sending unit that is connected.  
TRIP  
The TRIP terminal is used for the trip odometer function, for setting the oil warning set  
point (see WRN), and for speedometer calibration (see SPEEDOMETER CALIBRATION). The  
TRIP input is activated by a ground connection. The push button switch supplied (or any  
normally open switch) is wired by connecting one terminal to TRIP and the other terminal to a  
ground. When the trip button is pressed, the odometer display will switch from full odometer  
mileage to the trip mileage or from the trip mileage to the full odometer mileage. When the trip  
mileage is shown a lower case “t” will be displayed to the left of the trip meter reading. “t 000.0”  
Pressing and holding the trip button for 7-8 sec. will enter the demonstration mode.  
RESET  
The RESET terminal is used for the trip odometer function, for setting the water warning  
set point (see WRN), and for the speedometer calibration (see SPEEDOMETER  
CALIBRATION). The RESET input is activated by a ground connection. The push button  
switch supplied (or any normally open switch) is wired by connecting one terminal to RESET  
and the other terminal to a ground. When the reset button is pressed and held for a few  
seconds, the trip miles will be reset to zero. This will not affect the full odometer mileage.  
Pressing the reset button will also exit the demonstration mode.  
CHECK  
The check engine terminal is used with fuel injection ECM’s  
to display engine problems and trouble codes. The CHECK input  
is activated by a ground signal from the ECM. Whenever the  
check input is grounded the system will display a lower case “c” to  
the left of the speedometer. When the ECM is placed into  
diagnostic mode trouble codes can be read by counting the  
flashes. Consult a service manual for the fuel injection system that  
you have for further information on trouble codes.  
With some ECM’s a 12 volt light bulb may need to be  
connected in addition to our CHECK input in order to provide  
proper current loading. In this case both the bulb and our display system indicator would both  
come on when the check engine wire was set.  
8
BRAKE  
The BRAKE terminal can be used as a brake system warning  
indicator. The BRAKE input is activated by a ground signal from the  
brake pressure switch on the master cylinder or from the parking  
brake set switch. Connect a wire from this terminal to the pressure  
switch on the master cylinder or consult a vehicle service manual to  
determine color and location of an existing wire. Whenever the  
BRAKE input is grounded the system will flash a “b” to the right of  
the speedometer.  
HI BEAM  
The HI BEAM terminal is activated by a 12 volt signal from the headlight high beam wire.  
When the terminal has 12 volts, a dot will light up to the lower right of the speedometer display.  
An existing wire from the vehicle for the high beam indicator can be used or a new wire can be  
connected from the high beam side of the hi beam/low beam switch.  
LEFT  
The LEFT terminal is activated by a 12 volt signal from the turn signal switch. When this  
terminal has 12 volts, a dash will light up to the left of the speedometer display. An existing wire  
from the vehicle for the left turn indicator can be used or a new wire can be connected from the  
turn signal switch.  
RIGHT  
The RIGHT terminal is activated by a 12 volt signal from the turn signal switch. When  
this terminal has 12 volts, a dash will light up to the right of the speedometer display. An  
existing wire from the vehicle for the right turn indicator can be used or a new wire can be  
connected from the turn signal switch.  
WRN  
The WRN terminal is a dual function input and output. The output is ground-activated  
when the preset rpm limit is exceeded. This output can turn on a 4 Watt or smaller 12 volt bulb  
or can activate a relay to turn on a larger bulb. To wire a warning light to this output, connect  
one wire from the bulb to 12 volt accessory power and connect the other wire to the WRN  
terminal.  
The input is used to set the water, oil, and rpm warning set points. See the Gauge  
Warning section for a description of how to set these.  
9
MPH/KPH  
The MPH/KPH terminal is activated by a 12 volt signal from a push button or toggle  
switch(not supplied). When the display system is in English mode (MPH & °F) by placing DIP  
programming switch #7 off, applying 12 volts to this terminal will convert the speed reading from  
MPH to KPH. The odometer will continue to accumulate miles correctly, but will display dashes.  
The bar speed display, if present, will not be affected.  
When the display system is in Metric mode (KPH & °C) by placing DIP programming  
switch #7 on, applying 12 volts to this terminal will convert the speed reading from KPH to MPH.  
The odometer will continue to accumulate kilometers correctly, but will display dashes. The bar  
speed display, if present, will not be affected.  
This input is provided to allow a convenient method of switching from MPH to KPH or  
from KPH to MPH while crossing borders or driving in areas with different speed markings.  
GEAR SHIFT INDICATOR INPUTS  
The PARK, REVERSE, NTRL, OVRDRV, DRIVE, 2nd,and 1st terminals are used for the  
gear shift indicator. The inputs are activated be a 12 volt signal from a gear shift sending unit.  
The indicator is built into every system but it will not light up  
unless a Dakota Digital GSS-1000 or compatible gear shift  
sending unit is connected to tell it what gear the  
transmission is in. The gear shift sending unit is not  
included with the system and must be purchased separately.  
When the gear shift sending unit is connected, a letter  
will light up to the right of the odometer to indicate what gear  
the transmission is in. Below is a chart showing the display  
indicators for each of the gears and a wiring diagram using  
Dakota Digital’s GSS-1000 adjustable gear shift sending  
unit. If you have a different gear shift sending unit, consult  
the wiring instructions supplied by the manufacturer.  
GSS-1000  
DECODER  
to Chassis Ground  
to sensor BLACK wire  
to sensor GREEN wire  
to sensor RED wire  
to control box FIRST terminal  
(optional)  
to control box SECOND terminal  
to control box DRIVE terminal  
(optional)  
to control box OVERDRIVE terminal  
to control box NEUTRAL terminal  
+12V  
to control box REVERSE terminal  
do not connect  
to control box PARK terminal  
10  
Insert cable with red stripe to right side.  
Optional display power connector found on some systems.  
11  
Setting up the control box  
SPEEDOMETER CALIBRATION  
The speedometer calibration is done using the TRIP and RESET switches. There are  
two different ways to calibrate the speedometer. The first method control box uses an auto-cal  
mode where you drive one mile (1 km for metric) and the system automatically adjusts the  
speedometer calibration. The second method allows you to adjust the speedometer up or down  
as you drive.  
To enter the auto-calibration mode, begin with the key off. Press and hold both the trip  
and reset switches at the same time while the vehicle is being started. The speed will display  
“CAL”. Once the switches are released the control box will begin measuring. As you drive the  
odometer will display the number of pulses received from the sensor. If the reading stays at  
zero as you drive, then check the vehicle speed sensor and speed sensor wiring. Once you  
have driven exactly one mile (or km) press and hold both of the switches again. The system will  
calculate and store the new speed calibration. Once the switches are released the system will  
restart and go back to normal operation.  
While the system is in the auto-cal mode the voltage, fuel, oil, and water gauges will  
remain blank will not change until the speed calibration is completed.  
To enter the speedometer adjust mode, press and hold both the trip and reset switches at  
the same time while the system is on and operating. The switches will need to be held for about  
4-6 seconds. The odometer will display “AdJUSt” and the other gauges will function normally.  
Release the switches. Pressing and holding the TRIP switch will increase the speedometer  
reading. Pressing and holding the RESET switch will decrease the speedometer reading.  
Pressing and holding both the TRIP and RESET switches at the same time will store the current  
speed calibration and exit the speed adjust mode. While the system is in speed adjust mode  
the odometer will continue to accumulate normally, even though it is not displayed.  
FUEL DIP SWITCH SETTINGS  
The control box can read 5 different types of fuel senders. The DIP programming  
switches are located inside the control box, so the cover must be carefully removed to get  
access to the switches. Make sure the key is turned off before opening up the control box so  
that there is no power to the system. The switches labeled 1, 2, and 3 are used to select the  
different sender types. Once the switches have been set, replace the cover before turning the  
system on. The sender types are listed below, along with their corresponding empty and full  
resistance readings. If you do not know what type of sender you have, use an ohmmeter to  
measure the fuel sender resistance when it is full and empty.  
Sender type  
Empty R  
Full R  
Switch #1  
Switch #2  
Switch #3  
GM 0-30 ohm 0 ohms  
GM 0-90 ohm 0 ohms  
30 ohms  
90 ohms  
249 ohms  
10 ohms  
180 ohms  
ON  
OFF  
ON  
ON  
ON  
OFF  
OFF  
ON  
GM 40-250  
FORD  
40 ohms  
73 ohms  
10 ohms  
ON  
OFF  
OFF  
OFF  
OFF  
OFF  
ON  
ON  
VDO  
OFF  
ON  
SW/SUN  
240 ohms 33 ohms  
SW/SUN is the default setting when systems are shipped.  
12  
TACHOMETER DIP SWITCH SETTINGS  
The control box will work with 4, 6, 8, and 10 cylinder ignition systems. The DIP  
programming switches are located inside the control box, so the cover must be carefully  
removed to get access to the switches. Make sure the key is turned off before opening up the  
control box so that there is no power to the system. The switches numbers 5 and 6 select the  
number of engine cylinders. The settings are as follows:  
Engine cylinders Switch #5 Switch #6  
Bar tach Switch #4  
4
6
ON  
OFF  
ON  
ON  
ON  
6000 rpm  
8000 rpm  
OFF  
ON  
8
OFF  
OFF  
10  
OFF  
The default setting when systems are shipped from the factory is 8 cylinder.  
Tachometer display type  
Switch #8  
Bar tach only (no digital numbers)  
Both a digital and bar tach display  
OFF  
ON  
In addition, the tachometer bar graph can be set to read 6000 rpm at full scale(switch #4  
OFF) or 8000 rpm at full scale(switch #4 ON). This option would have been specified when the  
order was originally placed and the switch should be set to match the display system lens  
engraving. Systems with both a digital and bar graph tachometer are always set for 8000 full  
scale(switch #4 ON).  
Because some systems have a digital speedometer with a bar graph tachometer directly  
above it(55 Chevy car) and some systems a have separate digital speedometer and digital  
tachometer, each having their own bar graph readout(73 Chevy pickup), switch #8 selects which  
style display system is being used. For 5-gauge systems with a bar graph tachometer directly  
above the speedometer, turn switch #8 OFF. For 6-gauge systems with a bar graph  
speedometer directly above the digital speedometer, turn switch #8 ON. This is set correctly at  
the factory before shipping to match the display system that it is paired with.  
METRIC SELECTION DIP SWITCH SETTINGS  
Switch #7 selects whether the temperature will be displayed in °F or °C and also sets the  
speedometer for MPH or KPH. For MPH/°F turn switch #7 OFF. For KPH/°C turn switch #7  
ON. Changing switch #7 does not change the speedometer calibration. Speedometer  
calibration is discussed in another section. This switch will be set from the factory to match the  
display system lens engraving. If this is changed, a new lens should be purchased so that the  
labeling matches the gauge readings.  
13  
GAUGE WARNING FEATURE  
The gauges have the built in feature to alert you when they are outside their normal  
operation range. The fuel display will flash whenever the fuel level is below 10% to indicate low  
fuel. The voltage gauge will flash whenever the system voltage is below 11.0 volts and the  
engine is running. The water gauge will flash whenever the temperature is higher than the water  
warning set point. The oil gauge will flash whenever the oil pressure is below the oil warning set  
point and the engine is running. The WRN output will be activated whenever the rpm warning  
set point is exceeded. A single. lit bar on the right half of the rpm bar display shows the current  
rpm warning set point. The rpm warning set point can either be used as a shift indication or as a  
red line indication. The rpm warning output is triggered off the bar tach and is updated every 1/8  
second.  
The water, oil, and rpm warning set points are user adjustable. They are preset at the  
factory to 250 for water, 10 for oil, 4560 for 6000 bar tachs, and 6080 for 8000 bar tachs. The  
warning set points are adjusted using the TRIP, RESET, and WRN terminals.  
To enter the warning adjust mode, ground the WRN terminal while the system is being  
turned on. The speedometer will display “AdJ”. Release the ground from the WRN terminal.  
The current warning set points will be displayed. The RESET, TRIP, and WRN inputs adjust the  
water, oil, and rpm warning set points respectively. Once the set points have been changed, if  
an input is not activated for 8 seconds the values will be saved and the system will begin  
operating normally.  
To change the water warning set point, press and hold the RESET button until the  
desired value is shown. The range is from 194 – 254°F in 2° increments (90 – 123°C).  
To change the oil warning set point, press and hold the TRIP button until the desired  
value is shown. The range is from 2 – 30 psi in 2 psi increments.  
To change the rpm warning set point, ground the WRN terminal until the desired value is  
displayed. For 0-6000 bar tachs, the range is from 2160-5760 rpm in 120 rpm increments. For  
0-8000 bar tachs, the range is from 2880-7680 rpm in 160 rpm increments.  
GAUGE SPECIFICATIONS  
Gauge  
Minimum reading Maximum reading  
Resolution Accuracy  
WATER  
OIL  
FUEL  
VOLT  
SPEED  
ODOMETER  
TRIP METER  
TACH bar  
TACH digital  
0°F (0°C)  
0 psi  
0% (empty)  
8.0 volts  
0 mph (kph)  
00000.0 miles (km) 99999.9 miles (km)  
000.0 miles (km)  
400 rpm  
302°F (150°C)  
99 psi  
99% (full)  
18.0 volts  
255 mph (kph)  
1 - 2°  
1 psi  
1 - 3%  
0.1 volt  
1
±5°F(±3°C)  
±3  
±5 -- ±15  
±0.1  
±1%  
±0.5%  
±0.5%  
0.1  
0.1  
999.9 miles (km)  
6000 rpm or 8000 rpm  
9990 rpm  
120 or 160 ±80 rpm  
10 ±40 rpm  
400 rpm  
Power requirements:  
11 – 15 volts dc  
(Battery chargers cannot be used for powering or testing this system.)  
14  
WIRE COLOR CODE FOR GM WIRING HARNESS  
On the connector that originally plugged into the instrument cluster:  
Function  
Color  
-------------------------------------------------------------------  
+12 volt  
Pink/Black or Pink  
Ground  
Black  
Oil sender  
Water sender  
Fuel sender  
Left turn  
Tan or no wire if mechanical  
Dark green  
Pink or light brown (should not have power)  
Light blue  
Right turn  
High beam  
Brake warn  
Dark blue  
Light green  
Tan/white or tan  
WARRANTY  
All DAKOTA DIGITAL instruments are warranted free of defects in material and  
workmanship for the life of the vehicle in which they are originally installed. In the event of a  
problem with one of our products, DAKOTA DIGITAL will replace or repair the instrument at no  
charge. (The decision to repair or replace is solely that of DAKOTA DIGITAL. DAKOTA  
DIGITAL is not responsible for shipping costs of products returned under warranty or for labor  
charges for product installation and removal.) This warranty becomes invalid if the product is  
misused, altered or installed incorrectly.  
The above warranties, both expressed and implied, do not cover damages caused by  
improper assembly, misuse, abuse, fire, unauthorized modifications, floods or acts of God, or  
reimbursement of customer or shop time. The extent of the warranty is limited only to the  
product and does not cover any loss or damaged to vehicle, equipment, or non-DAKOTA  
DIGITAL products.  
SERVICE AND REPAIR  
DAKOTA DIGITAL offers complete service and repair of its product line. In addition, free  
technical consultation is available to help you work through any questions or problems you may  
be having installing one of our units.  
Should you ever need to send the unit back for repairs, please package the product in a  
good quality box along with plenty of packing material. Ship the product by UPS or insured  
Parcel Post. Be sure to include a complete description of the problem, your full name and  
address (street address preferred), and a telephone number where you can be reached during  
the day. An authorization number for products being return for repair is not needed. Do not  
send any money. We will bill you for the repair charges.  
15  
TROUBLESHOOTING GUIDE  
This is a list of some problems and their solutions which may be encountered when installing your  
instrumentation system. If you cannot determine what the problem is or how to solve it, please call our  
technical assistance line (605) 332-6513 or email to [email protected].  
* A note on vehicle grounding. *  
The most common cause of problems with electric gauges is poor ground connections. The  
engine block has the highest ground currents of any point in the vehicle. The ignition system, electric  
gauge senders, starter, alternator, etc. all use the engine block for a ground point. Since the alternator is  
grounded directly to the engine block all ground currents in the entire vehicle must pass through the  
engine block while the engine is running. A weak or loose connection can cause all kinds of random  
problems that may difficult to track down. The engine block should have heavy ground straps to both the  
chassis and the body. The main negative cable from the battery should be connected directly to the  
engine block.  
Symptom  
Possible Problem  
Solution  
-----------------------------------------------------------------------------------------------------------------------------------  
System does not light up.  
Control box may not be getting  
power.  
Check if the control box has  
12 volts connected to it.  
Do not use a battery charger to  
power the system.  
Check the fuse on the control  
box. If it is blown, replace with a  
2 amp fuse.  
The display system may not be  
getting power.  
Insert the connector on the  
display system wiring harness  
into the slot on the side of the  
control box. Be sure the pins  
line up properly.  
Check the display system wiring  
harness for broken or cut wires.  
Return the control box to Dakota  
Digital with a description of the  
problem and a phone number.  
The control box may have  
an internal problem  
The speed and tach light,  
but the fuel, volt, oil, and  
water do not.  
Display power harness is not  
connected.  
Plug the 2-wire harness into the  
control box. The mating connector  
is located next to the fuse.  
One display does not  
light up at all, all others  
work correctly.  
The display panel  
corner of the display is white,  
the display is cracked or broken  
Return the display panel to  
Dakota Digital for repair. Include  
a phone number and address.  
The tachometer will not  
show a reading.  
The control box is not connected  
to the engine properly  
Make sure the control box is  
connected to your particular  
ignition system properly.  
The control box is not set up  
correctly for your display system  
Make sure switch #8 is OFF if  
you have a bar graph only.  
16  
Symptom  
Possible Problem  
Solution  
-----------------------------------------------------------------------------------------------------------------------------------  
The tachometer reading  
is incorrect.  
The tachometer signal wire is  
loose or broken.  
Check the connections at both  
ends of the wire.  
The control box is not set up for  
the proper number of cylinders  
or the proper tach range.  
Refer to the Internal Adjustments  
section of the installation manual  
to set the control box properly.  
The speedometer will  
not show a reading.  
The speed sending unit is not  
connected to the control box  
properly.  
Check that both speed sending  
unit wires are connected to the  
control box properly.  
The speed sending unit being  
used is not compatible with the  
control box.  
Use the speed sending unit  
supplied with the display  
system.  
The speed sending unit is not  
connected to the transmission  
properly.  
Check that sender is mounted  
properly.  
Check that transmission has the  
appropriate internal parts.  
Isolate the sending unit wire from  
motor and ignition wires.  
The sending unit wire is picking  
up noise from nearby wires.  
The speedometer is reading The speedometer is not calibrated. Refer to the Speed Calibration  
too fast or too slow.  
section of the installation manual.  
With the engine running and A tachometer wire is too close to  
Reroute or isolate the tachometer  
wire away from the speed wire.  
the vehicle sitting still, the  
to the speed sensor wire.  
speedometer reads higher There is a ground problem between Make certain the ground wire for  
than zero.  
the speed sensor and the control  
box.  
the speed sensor is connected  
directly to the control box ground.  
A display shows “EE”  
Sending unit for that gauge  
is not connected to the control  
box.  
Check the wire from sending unit  
to the control box for breaks.  
Make sure that the sending unit is  
wired to the correct terminal.  
Make sure the sending unit is  
grounded properly.  
Sending unit is not getting  
grounded.  
Make sure the water and oil senders  
have clean threads.  
On the water or oil, the sending  
unit is not the correct type.  
Use the water and oil senders that  
were supplied with the system.  
On the fuel, the control box may be Refer to “Fuel DIP switch settings”  
set for the wrong fuel sender.  
section of the installation manual  
to ensure that the settings match  
your fuel sender.  
A display shows “- -“  
Fuel displays “FL”  
The sending unit wire for that  
gauge is shorted to ground.  
Repair or replace shorted wire.  
The control box is set to an invalid Refer to “Fuel DIP switch settings”  
fuel sender setting.  
section of the installation manual  
to ensure that the settings match  
your fuel sender.  
17  
Symptom  
Possible Problem  
Solution  
-----------------------------------------------------------------------------------------------------------------------------------  
The fuel display reads  
backwards, incorrectly,  
or does not change.  
The control box may be set for  
the wrong type of fuel sender.  
Refer to “Fuel DIP switch settings”  
section of the installation manual  
to ensure that the settings match  
your fuel sender.  
The fuel sender may not be  
connected to the control box  
properly.  
Check the connections at both  
ends of the fuel sender wire.  
Make sure the fuel sender is  
grounded properly.  
The fuel sender may not be  
operating properly.  
Check the fuel sending unit with  
a mechanical gauge or an  
electrical multi-meter.  
The fuel sender may have a  
non-standard resistance  
range.  
If the proper resistance range  
setting is not available with  
the control box settings, replace  
the fuel sender with a different  
style.  
The oil or water display  
reading is incorrect.  
The engine block may not be  
grounded to the chassis frame  
or body properly.  
Use heavy ground cables from the  
battery to the engine block.  
Make sure both ends of the cable  
have clean metal-to-metal  
connections.  
Use a braided ground strap to  
ground the engine block to the  
chassis.  
Use a large braided ground strap  
to ground the engine block to  
the body or fire wall.  
The threads are not grounding to  
the engine block.  
Make sure no thread sealant is used  
on any of the threads.  
The sending unit wire is picking  
up noise from nearby wires.  
The sending unit is not  
compatible with the control box  
The sending unit has failed.  
Isolate the sending unit wire from  
motor and ignition wires.  
Use the sending unit provided  
the display system.  
Return the sending unit to  
Dakota Digital for replacement.  
18  
Symptom  
Possible Problem  
Solution  
-----------------------------------------------------------------------------------------------------------------------------------  
The gear shift indicator  
does not light up.  
The optional gear shift sending  
unit is not connected to the  
control box.  
Connect the sending unit to the  
control box using the  
instructions supplied with the  
sending unit.  
The gear shift indicator  
does not operate  
properly.  
The gear shift sending unit  
is not connected properly.  
Check the connections to the  
transmission linkage and to  
the control box.  
Connect 12 volts to the sending  
unit power wire.  
The colored bulbs in  
the display panel for  
turn signals and high  
beam do not light up.  
(not found on all units)  
The LED bulbs are not  
connected into the auto's  
electrical system.  
(these are not wired into the  
display system control box)  
Connect the wires found on the  
back of the aluminum panel  
to your cars electrical system  
as explained in the Optional  
Indicators section of the manual.  
The internal turn signal  
and high beam  
indicators do not light up.  
The control box is not connected  
to the vehicle's electrical  
system properly.  
Check the wires connected to the  
HIGH, LEFT, and RIGHT  
terminals on the control box.  
The check engine  
indicator does not  
operate properly.  
The control box is not connected  
to a TPI control module.  
This feature is designed to work  
with engine control systems that  
provide an active low signal.  
The check engine  
indicator stays on  
all of the time.  
The Engine Control Module  
(ECM) needs to see the  
load of a light connected to it.  
Connect a light or similar load  
to the ECM along with the  
control box.  
Trip select and trip reset  
functions do not operate  
properly.  
Select and reset switches are  
not connected to the control  
box.  
Momentary push-button or toggle  
switches must be connected to  
the TRIP and RESET terminals  
as described in the Trip meter  
section of the installation manual  
The switch terminal connected  
to the control box should  
The wrong type of switch is  
being used.  
normally be open. When the  
the switch is activated, the  
terminal should make contact  
to ground.  
The display system starts  
up in the demonstration  
mode and remains in it.  
The TRIP terminal is constantly  
connected to ground.  
Disconnect or replace the trip  
select switch.  
The speed always shows  
“AdJ”.  
The WRN terminal is constantly  
connected to ground.  
Check wiring to the WRN  
terminal for a short to ground.  
19  
CLOCK  
Wiring instructions for VFD systems with a clock built in.  
Introduction:  
The clock displays the current time in 12 hour format with an AM/PM indicator. The AM/PM indicator  
appears as a dot that will be displayed in the upper left corner. The dot will be on every other 12 hour period (on  
during AM and off during PM). The high brightness display matches our other Odyssey and STR series gauges  
and has the same night brightness dimming capability. Features included are:  
Quartz accuracy.  
Night dimming feature.  
Very low standby power to prevent battery drain.  
High Visibility VFD display for sunlight readability.  
Operation:  
The gauge needs the red, orange, and black wires connected to operate. The red wire should have  
switched 12 volt power from an ACC. point on the fuse panel. The orange wire should have constant 12 volt  
power. The black wire should be connected to a good ground point. When the blue wire has 12 volts, it will dim the  
display for night viewing.  
Setting the time:  
Using a small, thin object such as a pen or hairpin, press “set” buttons through front lens access holes.  
The access holes are on the right side of the lens. Top “set” button advances hours, bottom “set” button advances  
minutes.  
Wiring:  
BLACK  
RED  
-
-
connect to a good ground point in the vehicle.  
connect to switched 12 volt power point.  
(An accessory terminal will work for this.)  
connect to a constant 12 volt power point.  
(This will keep the correct time.)  
ORANGE  
BLUE  
-
-
connect to the tail light circuit.  
DAKOTA DIGITAL, INC. * 3421 W. Hovland Ave. * Sioux Falls, SD 57107 * (605) 332-6513  
20  

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