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Thread: Line Lock & Voltage Flyback

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  1. Default Line Lock & Voltage Flyback

    I was wondering if my line lock has to have some sort of Input Protection Module like the Holley 554-128? It's just wired in separately now.

  2. #2
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    Yes, it's a solenoid like the transbrake.
    May God's grace bless you in the Lord Jesus Christ.
    '92 Ford Mustang GT: 385" SBF, Dart SHP 8.2 block, TFS TW 11R 205 heads, 11.8:1 comp, TFS R-Series intake, Dominator MPFI & DIS, 36-1 crank trigger/1x cam sync, 160A 3G alternator, Optima Red battery, A/C, 100HP progressive dry direct-port NOS, Spal dual 12" fans/3-core Frostbite aluminum radiator, Pypes dual 2.5" exhaust/off-road X-pipe/shorty headers, S&W subframe connectors, LenTech Strip Terminator wide-ratio AOD/3000 RPM converter, FPP aluminum driveshaft, FPP 3.31 gears, Cobra Trac-Lok differential, Moser 31 spline axles, '04 Cobra 4-disc brakes, '93 Cobra booster & M/C, 5-lug Bullitt wheels & MT 245/45R17 tires.

  3. Default

    Could I just run a second 554-128 to hook to the line lock, like I have done for the transbrake, and just connect the two blue wires and run that to the ECU pin? I completely forgot about this damn line lock.

  4. #4
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    Quote Originally Posted by Throw'n $$ away View Post
    ...and just connect the two blue wires and run that to the ECU pin?
    It seems you don't need a 2nd Input Protection Module, as long as the one ECU Input wire is protected. I'm not sure how you have this wired; if the same circuit operates the transbrake & line lock, or if you always use one or the other.
    May God's grace bless you in the Lord Jesus Christ.
    '92 Ford Mustang GT: 385" SBF, Dart SHP 8.2 block, TFS TW 11R 205 heads, 11.8:1 comp, TFS R-Series intake, Dominator MPFI & DIS, 36-1 crank trigger/1x cam sync, 160A 3G alternator, Optima Red battery, A/C, 100HP progressive dry direct-port NOS, Spal dual 12" fans/3-core Frostbite aluminum radiator, Pypes dual 2.5" exhaust/off-road X-pipe/shorty headers, S&W subframe connectors, LenTech Strip Terminator wide-ratio AOD/3000 RPM converter, FPP aluminum driveshaft, FPP 3.31 gears, Cobra Trac-Lok differential, Moser 31 spline axles, '04 Cobra 4-disc brakes, '93 Cobra booster & M/C, 5-lug Bullitt wheels & MT 245/45R17 tires.

  5. Default

    Attachment 2072
    This is how my transbrake is wired. My line lock has just always been on a separate switch that I hold during burnout on my signal indicator stick. I don't think it's currently wired in with a relay of some sort, I will have to check when home. So as of right now, line lock & transbrake do not share the same power source.

  6. #6
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    Quote Originally Posted by Throw'n $$ away View Post
    This is how my transbrake is wired.
    I don't see a line lock in that diagram. Is it even connected to the ECU?
    May God's grace bless you in the Lord Jesus Christ.
    '92 Ford Mustang GT: 385" SBF, Dart SHP 8.2 block, TFS TW 11R 205 heads, 11.8:1 comp, TFS R-Series intake, Dominator MPFI & DIS, 36-1 crank trigger/1x cam sync, 160A 3G alternator, Optima Red battery, A/C, 100HP progressive dry direct-port NOS, Spal dual 12" fans/3-core Frostbite aluminum radiator, Pypes dual 2.5" exhaust/off-road X-pipe/shorty headers, S&W subframe connectors, LenTech Strip Terminator wide-ratio AOD/3000 RPM converter, FPP aluminum driveshaft, FPP 3.31 gears, Cobra Trac-Lok differential, Moser 31 spline axles, '04 Cobra 4-disc brakes, '93 Cobra booster & M/C, 5-lug Bullitt wheels & MT 245/45R17 tires.

  7. Default

    No, my line lock is not hooked up to ECU. It was wired in prior to me installing the Holley EFI. I'm just curious as to if there's any concern of voltage flyback or if I need to take any precautions or just leave it the way it's been prior to getting my ECU. If I don't need it hooked to the ECU, I'll leave it the ways it's been for years. I'm not 100% of how it's wired in, until I get back under my dash after work.

  8. #8
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    Quote Originally Posted by Throw'n $$ away View Post
    No, my line lock is not hooked up to ECU.
    Then the ECU doesn't need to be protected from it. It's that simple.
    May God's grace bless you in the Lord Jesus Christ.
    '92 Ford Mustang GT: 385" SBF, Dart SHP 8.2 block, TFS TW 11R 205 heads, 11.8:1 comp, TFS R-Series intake, Dominator MPFI & DIS, 36-1 crank trigger/1x cam sync, 160A 3G alternator, Optima Red battery, A/C, 100HP progressive dry direct-port NOS, Spal dual 12" fans/3-core Frostbite aluminum radiator, Pypes dual 2.5" exhaust/off-road X-pipe/shorty headers, S&W subframe connectors, LenTech Strip Terminator wide-ratio AOD/3000 RPM converter, FPP aluminum driveshaft, FPP 3.31 gears, Cobra Trac-Lok differential, Moser 31 spline axles, '04 Cobra 4-disc brakes, '93 Cobra booster & M/C, 5-lug Bullitt wheels & MT 245/45R17 tires.

  9. Default

    Perfect, just confirmed what I originally thought. Thanks.

  10. Default

    So if the transbrake was wired in the car initially, or not hooked at all to the ECU now, is there a need to use 554-128? Or is 554-128 only if using the Dominator to control the transbrake power, etc? I think I may have gotten confused as to if I need to actually buy/wire in 554-128, if my car already had working transbrake setup without ECU. Sorry if this is sounding repetitive.

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