Auto Meter Klock Werks Gauge Install

8. ...and then installed the new gauges into the fairing counter-clockwise starting with the oil pressure indicator, voltmeter, tachometer, speedometer, fuel indicator, and finally the oil temperature gauge. Doug made sure the back of the tach was in two cylinder single pulse mode (both switches in down position).

9. Doug located the ECM (arrow) and routed the supplied wiring harness for the tachometer and speedometer up to the fairing from the ECM. With the tachometer and speedometer, Doug started with the supplied tach wiring harness (TWH) and cut the white/green wire from the ECM and soldered one end to the white wire on the TWH (A). The pink wire from the TWH was tapped into the other end of the cut green/white wire (B). Then Doug heated the shrink-wrap for the newly soldered wires and moved on to soldering the speedo wiring harness (SWH) to the ECM.

10. For the speedometer, Doug tapped the white wire from the ECM to the white wire from the SWH (A) and then tapped the white/black wiring from the ECM to the pink wire on the SWH (B).

11. After that, Doug connected the brown wire and the orange wire of the SWH to the orange wire of the Factory Speedo Plug (FSP). Then it was time to install the GMR pickup.

12. To hookup the tach, the GMR pickup needed to be tapped into the green/yellow wire for the coils. The GMR is fitted with green, red, and black wires inside the thicker gauge gray wire. For this model, the green was tapped into the pink of the TWH, which sends a signal to the tach gauges through the coils. The red was tapped into the brown on the tach harness, which goes to the Factory Tach Plug (FTP). And the black (ground) from the GMR goes to the black/green (ground) from the FTP and the black of TWH.

13. Once the speedo and tach were hooked up to the gauges, the remaining four gauges were hooked up next. These four (oil temp, oil pressure, voltmeter, and fuel indicator) are essentially plug and play because the supplied wiring harness hooks up to the stock wiring plugs from the ECM.

14. The dimmer switch hooked up to where the stock tripmeter was housed. There are a total of six orange female wiring ends on the back of the dimmer, four hook up to the white male ends on the fuel, oil, temp, oil pressure, and voltmeter gauges. The other two female ends hook right into the back of the tach and speedo gauges. To hook up the dimmer's power, Doug plugged in the last connection into one of the unused power connections from the stock gauges.

15. Once the gauges were all connected to the proper wiring harnesses. The battery was hooked back up and the ignition was started to check that all of the gauges lit up. They sure did and here they are in all of their blue illuminated brilliance. They really stand out in the dark. After checking the proper wiring connections, Doug moved on to calibrating the gauges. As for gauge calibration, please refer to the instruction manual on how to properly calibrate your Auto Meter/Klock Werks gauges.