GTC Short finder - model FF310

A short but very informative video on how the FF310 from GTC works to find short circuits

TA100 Smartach+: Wireless Tachometer and Engine Analyzer

Tachometer function

• For 1 to 12 cylinders and 2, 4 cycle and DIS engines

• Measures from 200 to 20000 RPM on a 4-1/2 digits LCD display

• Advanced microcontroller technology yields 0.05 % accuracy

• No sighting of rotating parts or hook-up required.

• Works on DIS, Conventional, Magneto and most spark ignition system.

Secondary ignition tester

• Instant digital readings from 0 to 50000 Volt

• Special antenna sensor allows quick hook-up to spark plug and ignition coil wires

• No ground wire connections required, for fast troubleshooting

• Multiple diagnostic applications are described in comprehensive User's Handbook (Included)

Complete info on The TA100 here

GTC Launches Thermosounder

ThermoSounder ™... saves time and money

General Technologies’ exclusive ThermoSounder feature on the LTX12 Infrared Thermometer provides users with audio feedback allowing for quick and easy detection of both cold and hot spots, without the distraction of having to follow and interpret the digital readouts.

Includes:

Exclusive ThermoSounder temperature audio feedback

State of the Art patented ergonomic design and styling for enhanced handling and use

Wide temperature range: -20° to 1200° F (-30° to 650°C)

Optimum 10:1 distance to measurement spot ratio

Class II laser pointer

Large LCD display with symbols and backlight

Quick selection between °F and °C

Continuous reading and data hold modes

Soft holster for instrument protection

Auto power off

General Technologies Corp

121-7350 72^nd Street

Delta BC V4G 1H9

1-800-440-5582

www.gtc.ca

German Distributor Launches FF310

GTC's German Distributor introduced the famous Short/Open Circuit finder during a trade show in March in Stuttgart Germany. The show was well attended by the industry and Busching intends to follow-up by participating in several other trade shows held within 2009





Additional information can be obtained by contacting Frau Claudia Helms at:
BUSCHiNG GmbH
Nienhöfener Str. 29-37
25421 - Pinneberg
Germany

Tel: Fax:

+ 49-(0)4101-6962-0 + 49-(0)4101-6962-29

FF310 Fault Finder makes debut in Germany

BUSCHiNG - Elektrik Detektor Set mit der Art. Nr. 100425, es bietet schnelle Hilfe bei der Ortung von Kurzschlüssen, Kabelbrüchen und Kriechströmen, ohne Leitungen durchstechen zu müssen.


100425 Elektrik Detektor Set 6-42V

Ohne großen Aufwand können defekte Leitungen unter Teppichen, Sitzpolster, Verkleidungen usw. gefunden werden. Außerdem Leitungsidentifizierung, Leitungsprüfung, Standartprüfungen und Sonderprüfungen.

Dieses Präzisionsgerät besteht aus einem Sender und einem Sucher. Das Sucherteil verfügt über drei wählbare Empfindlichkeitsstufen die dem Benutzer ermöglichen, die Empfindlichkeit auf die durchzuführende Aufgabe einzustellen. Es kann an allen Arten von Stromkreisen mit Stromspannungen zwischen 6 und 42 Volt Gleichstrom eingesetzt werden z. B. Pkw, Lkw, Anhänger, Boote usw.

Zusätzlich enthält das Set einen Stromprüfer und Sicherheitskontaktadapter die speziell für den Anschluss der Testdrähte des 100425 an den Stromkreis über den Sicherungskasten ausgelegt sind. Die Adapter werden in drei Größen geliefert.


Technische Daten des 100425 Elektrik Detektor Set 6-42V

Senderteil:

Spannungsbereich: 6 bis 42 Volt Gleichstrom.
Anzeige: Grüne LED-Anzeige für Gerät ein oder offene Stromkreise.Rote LED-Anzeige für Kurzschlüsse.
Stromversorgung: 9-Volt-Alkaline-Batterie.
Anschlüsse: Zwei universal 5-Ampere-Mikroklemmen mit automatischer Polarität und 18“ langem Kabel.
Batterielebensdauer: Ca. 25 Betriebsstunden.
Sucherteil:

Suchempfindlichkeit: Vom Benutzer einstellbare Stufen (niedrig, mittel und hoch)
Prüfspitze: Flexible 8“ Schwanenhals-Stahlprüfspitze.
Anzeige: Grüne LED-Anzeige für Gerät Ein und offene Stromkreise. Rote LED-Anzeige für Kurzschlüsse. Akustisches Signal für Kurzschlüsse und offene Stromkreise. Variable Blink- und modulierte Tonsignalintervalle.
Stromversorgung: 9-Volt-Alkaline-Batterie.
Batterielebensdauer: Ca. 25 Betriebsstunden


Quelle: BUSCHiNG GmbH Tankstellen- und Werkstattgeräte - Frau Claudia Helms

BUSCHiNG GmbH Tankstellen- und Werkstattgeräte
Nienhöfener Str. 29-37
25421 - Pinneberg
Germany
Tel:
Fax:
+ 49-(0)4101-6962-0
+ 49-(0)4101-6962-29

LTX series of IR Laser Thermometers

GTC, General Technologies Corp is pleased to announce the launch of its Made in Canada LTX Series of non-contact IR Laser Thermometers. The first model LTX10 was launched into manufacturing at its Vancouver BC plant first week of January, 2009. The first batch off the production line is due to ship this week to UAP/NAPA in Montreal, Quebec.







The LTX10 can be used in a variety of industries and applications such as in:
a. Automotive
b. Aviation
c. Industrial
d. Electrical
e. Fleets
f. Construction
g. Roofing
h. Printed Circuit Board Manufacturing and Assembly
i. Food Industry
j. HVAC/Refrigeration
k. Utilities
l. Pharmaceuticals
m. Textiles
n. Boat manufacturing/repair
o. Motorcycle shops
P. Pulp and paper Industry
Any temperature measuring application.



GTC's new and affordable LTX10 series offers a IR Laser thermometer superior in quality to imported units and is packed with features to ensure the job is done right each and every time.
The units offers a temperature measurement range of -20 DEG F to 1000 DEG F, a 10:1 optical ratio and it comes loaded with a laser pointer output, IR sensor, large LCD, selectable scales, backlight,laser On/Off feature, user's manual and a well made soft carrying/storage pouch.

FF310 - This Tool will find them...customer review

Open or short circuits- this tool will find them!
Feb 19 '06

Product Rating: 5.0

Pros
fast, easy, and highly portable. Pays for itself the first time used.

Cons
For DC only. NOT for Live AC circuits.

The Bottom Line
An excellent tool that saved me HOURS of time and HUNDREDS of dollars the first time I used it!

Full Review I have been working on cars, motorcycles, and other such machines for a long, long time. Since I was in high school back in the late 60's (that's the NINETEEN sixties) and didn't have the money to either buy a good car or afford to have someone work on it, I have wrenched, tooled, modified, installed, repaired, and just about anything else you can do to cars for myself. Although not a trained or professional mechanic by any measure, I was the guy who all his friends would come to with their cars, motorcycles, and even bicycles (yes, I am an experienced bicycle mechanic as well)! In that time cars have changed dramatically. I am not referring to their aesthetic design but to the electrical and electronic circuits that all cars now depend on to operate. From electronic ignitions, cars without distributors, computers controlling ignition as well as fuel delivery, and now with hybrid cars with vast amounts of electronics and computers, cars have changed.

With that change has come lots of wires, and the failure of any one of them can stop a car dead in its tracks... or even a motor home, and that's where the story begins. We bought a used motor home a few months back and when a stretch of good weather hit we wanted to take it out for the day with the doggies. It was a nice ride until we got about 1/2 mile from home and the thing died. Electrically there was nothing. It was as if the battery had been stolen mid-drive. We found a melted wire at the solenoid but could not find a fault. $225 poorer after paying off the tow truck driver, the motor home sat in the driveway awaiting its fate.. and our bank account.

I have done a lot of wiring on vehicles- enough to know that I had quite a task ahead of me. I knew I would need help because tracing wires in a 30 foot long motor home without some sort of assistance is nearly impossible. So off to the Internet I went to find a tool to assist me. This is how I ran across the FaultFinder FF310 from General Technologies Corp (http://www.generaltechnologies.net/FF310.html). This Canadian made tool(!) is specifically designed to work on DC circuits only (or on circuits that are in no way connected to a power source) and on circuits from 6 to 42 volts, making it ideal for the newer hybrid cars.

It is basically two parts- one is a signal sender that creates and charges the wire being traced with an electronic signal. The second part is a signal finder- it looks sort of like a walkie talkie with a 9 inch long flexible and bendable antenna. The bright yellow, plastic tip of the antenna receives the signal. The color makes it easy to see where it is being placed.

It is really quite easy to use. Connect the sender in line with a wire that is either shorted or open, then trace along the wire with the antenna of the receiver, listening to the beeping of the receiver. The faster the beeps occur the closer you are to the wire you are tracing. When the beeping stops or suddenly diminishes you are very close to the fault. It is sort of like using a Geiger counter to look for radiation.

If you understand the basics of electricity the instruction manual will be easy to understand. It does a great job of outlining the various ways signals travel through the wires being tested and how these signals can be interfered with to cause false responses. The manual also diagrams different ways to hook up the FaultFinder to use it to trace wires. Ever wonder where the manufacturer runs the wires for your speakers or for the dome light? Even try to find a broken wire that is not letting the door locks work correctly? This device can even trace wires through door panels and under carpeting. The receiver even has three levels of sensitivity so if you can't get close to a wire you can select a higher sensitivity to read from a bit more distance from the wire. Ever look at a wrapped wire harness and wonder if the bad wire is "in there"? This could be an electronic nightmare, but not with the FaultFinder in hand.

The FaultFinder can be used to trace just about any wire even if it is not of the correct voltage (like the AC wiring of a motorhome). Just disconnect the wires from their power source (or completely disconnect the power source) and use a 12 volt source like a small battery charger to send the voltage through the FaultFinder's transmitter and then through the wire.

Each of the two parts are powered by an included Duracell 9v battery and all the parts come housed in a handy clamshell carry case with foam internal custom fit padding. Also included is a set of blade-style fuse adapters. Just remove a blown fuse, insert the adapter, connect the sender, and it becomes and easy matter to trace a bad circuit. The FF310 also comes with a special voltage tester made to find power on sensitive electronic devices like computers and such.

While not cheap (best price I found at time of purchase was $138 shipped) that amount would only buy about 1.5 hours of labor at the local mechanic's shop. Add the price of a tow to get the vehicle to the shop and the FaultFinder now looks downright affordable.

So, how well does it work? I was able to find the faulty wire in less then five minutes including hooking up the meter, getting into the motor home, and opening the dog hose for access to the motor. it traced the wire for about eight feet even though it was part of a wire harness that was over 1" thick(!).

At just over half the price of a 1/2 mile tow it paid for itself in a hurry. I will tell you that the GRC FF310 will be part of our motor home's traveling kit! There are similar units designed to be used on household wiring (115 volts), but if you work on vehicles, whether a shade-tree mechanic or pro, this toll will pay for itself the first time you use it!

Recommended:
Yes

Oxygen Sensors - a historical view....

An oxygen sensor, or lambda sensor, is an electronic device that measures the proportion of oxygen (O2) in the gas or liquid being analyzed. It was developed by Robert Bosch GmbH in Germany during the late 1960s under supervision by Dr. Günter Bauman. The original sensing element is made with a thimble-shaped zirconia ceramic coated on both the exhaust and reference sides with a thin layer of platinum and comes in both heated and unheated forms. The planar-style sensor entered the market in 1998 (also pioneered by Robert Bosch GmbH) and significantly reduced the mass of the ceramic sensing element as well as incorporating the heater within the ceramic structure. This resulted in a sensor that both started operating sooner and responded faster. The most common application is to measure the exhaust gas concentration of oxygen for internal combustion engines in automobiles and other vehicles.

Automotive Applications

Automotive oxygen sensors, colloquially known as O2 sensors, make modern electronic fuel injection and emission control possible. They determine if the air fuel ratio exiting a gas-combustion engine is rich (with unburnt fuel vapor) or lean (with excess oxygen). Closed-loop feedback-controlled fuel injection varies the fuel injector output according to real-time sensor data rather than operating with a predetermined (open-loop) fuel map. In addition to improving overall engine operation, they reduce the amounts of both unburnt fuel and oxides of nitrogen from entering the atmosphere. Unburnt fuel is pollution in the form of air-borne hydrocarbons, while oxides of nitrogen (NOx gases) are a result of excess air in the fuel mixture and cause smog and acid rain. Volvo was the first automobile manufacturer to employ this technology in the late 70s, along with the 3-way catalyst.

Information on oxygen concentration is sent to the engine management computer or ECU, which adjusts the mixture to give the engine the best possible fuel economy and lowest possible exhaust emissions. Failure of these sensors, either through normal aging, the use of leaded fuels, or fuel contamination with silicones or silicates, for example, can lead to damage of an automobile's catalytic converter and expensive repairs.

Tampering with or modifying the signal that the oxygen sensor sends to the engine computer can be detrimental to emissions control and can even damage the engine. When the engine is under low-load conditions (such as when accelerating very gently, or maintaining a constant speed), it is operating in 'closed-loop mode'. This refers to a feedback loop between the fuel injectors and the oxygen sensor, to maintain stoichiometric ratio. If modifications cause the mixture to run lean, there will be a slight increase in fuel economy, but a great increase in nitrogen oxide emissions, and the risk of damaging the engine due to detonation and excessively high exhaust gas temperatures. If modifications cause the mixture to run rich, then there will be a slight increase in power, again at the risk of overheating and igniting the catalytic converter, while decreasing fuel economy and increasing hydrocarbon emissions.

When an internal combustion engine is under high load (such as when using wide-open throttle), the output of the oxygen sensor is ignored, and the engine automatically enriches the mixture to protect the engine. Any changes in the sensor output will be ignored in this state, as are changes from the air flow meter, which might otherwise lower engine performance due to the mixture being too rich or too lean, and increase the risk of engine damage due to detonation if the mixture is too lean.

Function of a lambda probe

Lambda probes are used to reduce vehicle emissions by ensuring that engines burn their fuel efficiently and cleanly. Robert Bosch GmbH introduced the first automotive lambda probe in 1976, and it was first used by Volvo and Saab in that year. The sensors were introduced in the US from about 1980, and were required on all models of cars in many countries in Europe in 1993.

By measuring the proportion of oxygen in the remaining exhaust gas, and by knowing the volume and temperature of the air entering the cylinders amongst other things, an ECU can use look-up tables to determine the amount of fuel required to burn at the stoichiometric ratio (14.7:1 air:fuel by mass for gasoline) to ensure complete combustion.

The probe

The sensor element is a ceramic cylinder plated inside and out with porous platinum electrodes; the whole assembly is protected by a metal gauze. It operates by measuring the difference in oxygen between the exhaust gas and the external air, and generates a voltage or changes its resistance depending on the difference between the two. The sensors only work effectively when heated to approximately 300°C, so most newer lambda probes have heating elements encased in the ceramic to bring the ceramic tip up to temperature quickly when the exhaust is cold. The probe typically has four wires attached to it: two for the lambda output, and two for the heater power, although some automakers use a common ground for the sensor element and heaters, resulting in three wires. Earlier non-electrically-heater sensors had one or two wires.

Zirconia sensor

The zirconium dioxide, or zirconia, lambda sensor is based on a solid-state electrochemical fuel cell called the Nernst cell. Its two electrodes provide an output voltage corresponding to the quantity of oxygen in the exhaust relative to that in the atmosphere. An output voltage of 0.2 V (200 mV) DC represents a lean mixture. That is one where the amount of oxygen entering the cylinder is sufficient to fully oxidize the carbon monoxide (CO), produced in burning the air and fuel, into carbon dioxide (CO₂). A reading of 0.8 V (800 mV) DC represents a rich mixture, one which is high in unburned fuel and low in remaining oxygen. The ideal point is 0.45 V (450 mV) DC; this is where the quantities of air and fuel are in the optimum ratio, called the stoichiometric point, and the exhaust output mainly consists of fully oxidized CO₂.

The voltage produced by the sensor is so nonlinear with respect to oxygen concentration that it is impractical for the electronic control unit (ECU) to measure intermediate values - it merely registers "lean" or "rich", and periodically adjusts the fuel/air mixture to keep the output of the sensor alternating between these two states. The time period chosen by the ECU to monitor the sensor and adjust the fuel/air mixture creates an inevitable delay, which makes this system less responsive than one using a linear sensor (see below). The shorter the time period, the higher the so-called "cross count" and the more responsive the system.

The zirconia sensor is of the 'narrow band' type, referring to the narrow range of fuel/air ratios to which it responds.

Wideband zirconia sensor

A variation on the zirconia sensor, called the 'wideband' sensor, was introduced by Robert Bosch in 1994 but is (as of 2006) used in only a few vehicles. It is based on a planar zirconia element, but also incorporates an electrochemical gas pump. An electronic circuit containing a feedback loop controls the gas pump current to keep the output of the electrochemical cell constant, so that the pump current directly indicates the oxygen content of the exhaust gas. This sensor eliminates the lean-rich cycling inherent in narrow-band sensors, allowing the control unit to adjust the fuel delivery and ignition timing of the engine much more rapidly. In the automotive industry this sensor is also called a UEGO (for Universal Exhaust Gas Oxygen) sensor. UEGO sensors are also commonly used in aftermarket dyno tuning and high-performance driver air-fuel display equipment. The wideband zirconia sensor is used in stratified fuel injection systems, and can now also be used in diesel engines to satisfy the forthcoming EURO and ULEV emission limits.

Titania sensor

A less common type of narrow-band lambda sensor has a ceramic element made of titanium dioxide (titania). This type does not generate its own voltage, but changes its electrical resistance in response to the oxygen concentration. The resistance of the titania is a function of the oxygen partial pressure and the temperature. Therefore, some sensors are used with a gas temperature sensor to compensate for the resistance change due to temperature. The resistance value at any temperature is about 1/1000th the change in oxygen concentration. Luckily, at lambda = 1, there is a large change of oxygen, so the resistance change is typically 1000 times between rich and lean, depending on the temperature.

As titania is an N-type semiconductor with a structure TiO2-x, the x defects in the crystal lattice conduct the charge. So, for fuel-rich exhaust the resistance is low, and for fuel-lean exhaust the resistance is high. The control unit feeds the sensor with a small electrical current and measures the resulting voltage across the sensor, which varies from near 0 volts to about 5 volts. Like the zirconia sensor, this type is so nonlinear that in practice it is used simply as a binary "rich or lean" indicator. Titania sensors are more expensive than zirconia sensors, but they also respond faster.

In automotive applications the titania sensor, unlike the zirconia sensor, does not require a reference sample of atmospheric air to operate properly. This makes the sensor assembly easier to design against water contamination. While most automotive sensors are submersible, zirconia-based sensors require a very small supply of reference air from the atmosphere. In theory, the sensor wire harness and connector are sealed. Air that leaches through the wire harness to the sensor is assumed to come from an open point in the harness - usually the ECU which is housed in an enclosed space like the trunk or vehicle interior.

Location of the probe in a system

The probe is typically screwed into a tapped hole in the exhaust, located after the branch manifold of the exhaust system combines, and before the catalytic converter. New vehicles are required to have a sensor before and after the exhaust catalyst to meet U.S. regulations requiring that all emissions components be monitored for failure. Pre and post-catalyst signals are monitored to determine catalyst efficiency. Additionally, some catalyst systems require brief cycles of lean (oxygen-containing) gas to load the catalyst and promote additional oxidation reduction of undesirable exhaust components.

Sensor surveillance

The air-fuel ratio and naturally, the status of the sensor, can be monitored by means of using an air-fuel ratio meter that displays the read output voltage of the sensor.

Sensor failures

Normally, the lifetime of an unheated sensor is about 30,000 to 50,000 miles. Heated sensor lifetime is typically 100,000 miles. Failure of an unheated sensor is usually caused by the buildup of soot on the ceramic element, which lengthens its response time and may cause total loss of ability to sense oxygen. For heated sensors, normal deposits are burned off during operation and failure occurs due to catalyst depletion, similar to the reason a battery stops producing current. The probe then tends to report lean mixture, the ECU enriches the mixture, the exhaust gets rich with carbon monoxide and hydrocarbons, and the mileage worsens.

Leaded gasoline contaminates the oxygen sensors and catalytic converters. Most oxygen sensors are rated for some service life in the presence of leaded gasoline but sensor life will be shortened to as little as 15,000 miles depending on the lead concentration. Lead-damaged sensors typically have their tips discolored light rusty.

Another common cause of premature failure of lambda probes is contamination of fuel with silicones (used in some sealings and greases) or silicates (used as corrosion inhibitors in some antifreezes). In this case, the deposits on the sensor are colored between shiny white and grainy light gray.

Leaks of oil into the engine may cover the probe tip with an oily black deposit, with associated loss of response.

An overly rich mixture causes buildup of black powdery deposit on the probe. This may be caused by failure of the probe itself, or by a problem elsewhere in the fuel rationing system.

The GTC ST05 Oxygen Sensor Tester/Simulator offers a convenient, easy and reliable way of checking oxygen sensors. For details on this product, please visit:
http://www.gtc.ca/EN/ST05_EN.html

WIDE BAND SENSORS - an example

How the NTK Pump Cell Sensor Works


Briefly, the NTK sensor requires a controller because it is more complex than a standard switching type sensor. It's made up of a narrow band oxygen sensor (the Reference Cell in the image) coupled to a pump cell and a small diffusion chamber. The electronics (in the WB unit case) are represented by the yellow and green symbols.

The pump cell, in conjunction with a catalytic reaction at the surface of the cell's electrodes, can either consume oxygen or consumed hydrocarbon fuel in the pump cell cavity, depending on the direction of the Ip current flow.

In normal sensor operation, a small sample of the exhaust gas passes through the diffusion gap into the pump cell. That exhaust gas is either rich or lean and both conditions are sensed by the reference cell which produces a voltage Vs above or below the Vref signal (this voltage has the characteristics of a narrow band switching type sensor).

A rich exhaust will produce a high Vs voltage and the electronics produces a pump current Ip in one direction to consume the free fuel. A lean exhaust produces a low Vs and the electronics sends the pump current in the opposite direction to consume free oxygen.

When the free oxygen or free fuel has been neutralized, the Vs feedback signal goes to about 450 m Volts (the same as the Vref value). The pump current required to produce this equilibrium is a measure of the Lambda or Air Fuel Ratio. The electronics in the WB unit converts the Ip into a V out which is the output of the WB unit. Not shown is the Rcal, or calibration resistor, in the sensor's connector which compensates for manufacturing variations between sensors.


Here are some representations of the Vs or narrow band Sense Voltage (left) and Ip or Pump Current characteristics described above. Note that the narrow band graph's x-axis covers only a very narrow lambda range (+/- 0.02), whereas the wideband's x-axis covers the range 0.9 to 2.2.




This graph shows the actual Vout of the DIY-WB unit. Note that the curve takes the same general shape as the above Ip graph.


In particular, note that the rich and lean regions have a different slope. This occurs because the chemical reactions in the rich and lean regions are fundamentally different, and the magnitude of Ip has a different effect in each region.

For product information on the GTC Oxygen Sensor Tester, please visit www.gtc.ca

Snap-On Tools Japan markets the ST05 from GTC

Snap-On Tools Japan has decided to run with the GTC ST05 Oxygen Sensor Tester in the Japanese Market.



Company: General Technologies Corp.
Product: ST05 Oxygen Sensor Tester/Simulator
This high-tech, user-friendly Oxygen Sensor Tester/Simulator from General Technologies Corp. sports a simple interface for diagnostic tests on any Oxygen Sensor to quickly determine whether the Sensor is defective and needs replacement.
It is designed as both a stand-alone tool or as a complement to any scanner during the diagnostic process.
It can be used on all sensors: Zirconium; Titanium 1 volt; Titanium 5 volt; Wide Band "dual-Cell"; and Heated or unheated (1, 2, 3, 4 or 5 wires). The ST05 is simple to set-up and use, provides fast and accurate testing, shows output signal in real time, diagnoses "Lazy" sensors which may not trigger DTC's but cause driveability problems, simulates Sensor Outputs, determines/locates faulty sensor, sensors can be tested ON or OFF vehicle.
The tester does not require time-consuming set-up or in-depth knowledge, real-time cross-count is displayed on live bar graph, and instant sensor PASS/FAIL result shown on large display.

GTC products are imported into Japan by World Auto Supply, a long time GTC distributor based in Tokyo who are responsible for all marketing aspects of the GTC products in Japan.


For more info on the GTC product line please visit: www.gtc.ca

SOME GREAT PRODUCTS

Automotive Multimeter for Every Tech

This versatile multimeter works as well for the beginner as for the advanced mechanic conducting daily diagnostic chores, simple to use, rugged in construction and very affordable in price. It basically offers everything a Tech needs to perform electrical diagnostics as well as automotive tasks at a reasonable cost.

CT8025 Automotive Digital Multimeter
Features:

* State of the Art ergonomic design and styling for easier handling and use
* Full control manual range selection
* Large 3½ digit LCD display
* AC/DC Voltage measurement up to 600 Volt
* DC Current measurement up to 10 A
* Tachometer function measures from 500 to 10000 rpm
* Dwell measurement from 0 to 120º
* Temperature measurement from -40ºC to 1000ºC
* Resistance measurement up to 2 MOhm
* Diode test
* Continuity Test
* Overload protection
* Soft holster for instrument protection
* Auto power off

Applications:

* Measure engine RPM, ignition dwell angle, and temperature of exhaust manifold, cooling system, air conditioning, heating system, catalytic converter, etc.
* Measure output in sensors like Oxygen (O2), Coolant Temperature, Throttle Position (TPS), Manifold Air, Pressure (MAP), Manifold Air Flow (MAF), etc.
* Check grounds, Voltage drops and continuity across Connectors, Wires, Cables, Relays Contacts, Lamps, Switches, etc.
* Check components like Alternator, Diodes, Relays Coils, Condensers, Ignition Coils, Spark Plug Wires, Magnetic Pick-ups, Motors, Switches, Fuses, etc.
* An essential tool for all around troubleshooting of electrical and electronic circuit and systems.

Test Leads Included:
















Alligator Clips Supplied:














Thermocouple Included for Temperature Measurements:



















Soft Carrying/Storage Pouch Included:


















For additonal information, please visit www.gtc.ca or ask your tool distributor or call 1-800-440-5582

FUSE SOCKET CONNECTORS - CT6100

CT6100
Fuse Socket Connectors
Features:

• Ergonomically molded connector.
• Easy access connector tabs fit :
• ¼" quick connects.
• Alligator clips.
• Jumper Leads.
• Multimeter test leads.

• Plated contacts for maximum conductivity and durability.
• Fits all Maxi, ATO and Mini automotive fuse sockets.

Access electrical circuit at fuse socket to:

• Check Voltage.
• Check Short/Open Circuits.
• Check Current Draws.

Tap power to energize/check electrical components and accessories:

• Cooling fans.
• Electric fuel pump.
• Power window motors.
• Electric doors.
• Lamps.
• Relays.
• Wiring harnesses.
• Etc.

Technical Specifications :

• Nickel Plated Bronze Contacts
• Insulator body molded in chemical resistant plastic.
• Standard 1/4" Quick Connects Tabs

Ask your tool distributor for additional information or visit www.generaltechnologies.net

IR Temp Gun Model LT102

INFRARED LASER THERMOMETER

Automotive and Industrial Grade

Infrared Laser Thermometer – Model LT102

• Easy to operate

• Aim the laser beam at target, pull the trigger and read temperature.

• S: D optimum ratio of 8:1

• Class II Laser

• Quick and easy C/F selection

• Wide temperature range -58 to 1000F (-20 to 550C)

• Scan and data hold modes.

• Backlit LCD display

Applications:

• Automotive

• Aviation

• Industrial

• Electrical

• Fleets

• Construction

• Roofing

• Printed Circuit Board assembly

• Printed Circuit Board Manufacturing

• Food Industry

• HVAC/Refrigeration

• Utilities

• Pharmaceuticals

• Textile Industry

• Boat manufacturer/Repair

• Motorcycle shops

• Pulp and Paper Industry

• 
  

The LT102 is packed with features to do the job each and every time.

The unit offers the user a temperature range of -58 to 1000  F, a resolution of 1  F and an 8:1 optics ratio. It comes loaded with a laser pointer output, IR sensor, Large LCD, C/F switch button, backlight, laser On/Off feature and a soft carrying pouch.

Ask your tool distributor for additional details or visit www.gtc.ca

IR Laser Tachometer

Automotive and Industrial Grade

Laser Photo Tach - Model TA105

• Non-contact technology – Laser Photo Tach

• Easy to operate

• Aim the laser beam at reflective tape placed on rotating shafts, pulleys, wheels or objects, depress the switch and read instant RPM displayed on the LCD.

• High intensity laser beam not affected by shop or ambient light

• RPM range from 2.5 to 99,999

• 5 Digit Large LCD display

• Auto Ranging

• 0.5 Second sampling time

• Memory recall: Max, Min, Last value

• TOT: Total revolution count

• Resolution: 0.1RPM<1000>1000 RPM

Features:

• Bright and powerful laser optical system allows for easy targeting of rotating shafts, wheels, pulleys, etc……… even in bright daylight.

• Measurements can be obtained from safe and comfortable distances 2 to 20 “

• The large 5 digits display allows measurements without the need to switch scales or multiply reading ranges.

Unit comes complete with batteries, reflective tape and soft carrying pouch

Applications:

• Automotive

• Aviation

• Marine

• Agricultural Machinery

• Industrial

• Electrical

• Fleets

Visit www.gtc.ca or ask your Tool Distributor for additional Info