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.
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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.
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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.
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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.
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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.
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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.
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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.
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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.
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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.
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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.)
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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.
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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.
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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
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