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“It’s all about beating the clock.” This quote comes from a wise old service manager, advising me on how to maximize my income as a flat-rate technician. If you have ever wondered why your car doesn’t get fixed correctly, or all your concerns weren’t addressed, you can blame, in part, the flat-rate pay structure.

Flat-rate simply means that your mechanic is paid a flat fee for a particular repair, regardless of how long the repair actually takes. In other words, if your car needs a water pump, which pays two hours of labor, and the mechanic completes the job in one hour, he gets paid for two.

In theory, this can work to your advantage. If the job takes longer, you still only pay the “predetermined” labor amount. In THEORY, not reality!

The flat-rate pay structure is designed to drive productivity. It’s very effective. The flat-rate pay system encourages technicians to work hard and fast, but it does not promote quality.

In terms of getting your car fixed correctly, the flat-rate pay structure has disastrous effects. Flat-rate technicians are constantly looking for shortcuts to beat the clock in order to maximize the number of hours they bill. Experienced flat-rate technicians can bill anywhere from 16 to 50 hours in an 8 hour day.

It’s these shortcuts and the breakneck speed at which flat rate technicians work that result in some of the most idiotic mistakes. In the rapid-fire pace of a shop I’ve witnessed technicians start engines with no oil. I’ve seen transmissions dropped, smashing into little pieces onto the shop floor. And I’ve seen cars driven right through bay doors—all in the name of “beating the clock.”

Flat-rate technicians can get quite elaborate with shortcuts. My favorite was the implementation of an 6-foot-long 2-by-4, which was placed under the engine for support while a motor mount was removed. It made a job predetermined to take 1.5 hours achievable in twenty minutes. A win-win, right? The technician makes extra money; you get your car back faster.

Actually, in many cases the placement of this 2-by-4 damaged the oil pan. Moreover, it caused the car, your car, to balance precariously 6 feet in the air, while the technician manipulated the car lift to access your engine mount.

This tactic was abruptly discontinued when a technician’s 2-by-4 snapped causing the car to crash nose down onto the concrete floor.

Sometimes the shortcuts create very subtle disturbances, which create problems overtime. A quick example: a vehicle had its transmission serviced with a new filter, gasket, and fluid. During the procedure, the technician was able to save time by bending the transmission dipstick tube slightly, in order to get the transmission pan out faster. The vehicle was reassembled, and the technician re-bent the tube back into place and off it went—no worries….

Six months later, the vehicle returned with an intermittent misfire. The engine wasn’t running on all cylinders. After extensive diagnostics, it was discovered that the transmission dipstick tube had chaffed through the engine harness, intermittently grounding out an injector. Hmm, that’s strange. Don’t usually see that.

The high-speed environment and the subsequent shortcuts illustrate the devastating effects of the flat-rate, sales-driven pay structure on the quality of car repairs.

No wonder even an oil change gets screwed up!

The poor quality of work encouraged by the flat rate pay structure is disconcerting enough. Unfortunately, it doesn’t stop here. The negative effects of flat-rate get exponentially worse, as it opens “wide” the door to rip you off!

About the Author:

-Ted Olson RepairTrust Making Sense of Car Repair Prices Ted Olson holds extensive certifications from Mercedes-Benz, Toyota, GM, and ASE. He is the author of eight books and numerous articles on the automotive service industry.
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Biodiesel is a fuel that can be used directly in any diesel engine generally without modification. It’s viscosity is twice that of regular diesel fuel which means it is better at lubricating your diesel engine than regular diesel. And… emissions are cut dramatically vs using standard diesel fuel. You can buy Biodiesel already made Or you can make it yourself using your own homemade equipment. One other option is to burn straight vegetable oil in your diesel engine. To do this, you must do three things: 1) You must pre-heat your vegetable oil including the storage tank and all feed lines, 2) You must start your engine using regular diesel or biodiesel, and 3) You must clean your system by burning only regular diesel or biodiesel before shutting the engine off. Here are the instructions on making your own biodiesel…

WARNING!!!!

Methanol is flammable and toxic. Do not let it touch your skin or get in your eyes. Wear proper protective gloves, clothing, and eyewear at all times. Same thing with ethanol. Lye is also very caustic - do not allow it to touch your skin or clothing. When you mix the lye with the alcohol, it creates an even more toxic substance and toxic fumes which you should be very careful with - do not come into contact with it in any way. Always be in a well ventilated area. Also… you are 100% responsible for your own safety. The author is not responsible in any way whatsoever for personal injury or damage to your engine.

Let’s get started…

Here is a general description of how to make your own biodiesel fuel using methanol, lye, and used cooking oil. This process is called transesterification You can buy methanol from your local racetrack or chemical supply store. You can buy granulated Red Devil lye (sodium hydroxide) from your local grocery store or hardware store. Make sure you filter the used cooking oil before using. Fry oil filters can be purchased in any good restaurant supply store. The oil also must be warmed up so it is not solid or lumpy or thick. You can use the sun to heat the oil or some kind of water heating element or a electric or gas burner of some sort. The ideal temperature is 120° F. If you are using flames, remember that the methanol is extremely flammable and you should turn your burner off before getting the methanol mixture anywhere near it. Of course, this should all be done in a well ventilated area too.

Hint…

To determine the amount of lye needed to start the transesterification process, do a small test batch first. You don’t want to mix up a large batch only to find out that you did not use enough lye. Some used cooking oils may contain different amounts of animal fats. The more animal fat in the vegetable oil, the more lye you need to start the process. Start with just 1 liter of oil and 200 milliliters (1/5th of a liter) of methanol and 4.5 grams of lye. First, mix the lye in with the methanol until dissolved (this creates sodium methoxide - very, very caustic - be careful). Then mix the sodium methoxide with the vegetable oil and mix for 1 hour. After mixing, let it settle for an hour or two and it should form two distinct layers of biodiesel (top) and glycerin (bottom). If there are not two distinct layers, repeat the whole process with 5.5 grams of lye.

You can also perform what is called a titration…

Dissolve 1 gram of lye into one liter of distilled water and dissolve 1 milliliter of vegetable oil into 10 ml of isopropyl alcohol. Then drop the diluted lye into the diluted vegetable oil one ml at a time. After each ml, measure the pH of the diluted vegetable oil with litmus paper or a pH meter. When the pH rises significantly, the free fatty acids will be neutralized. The ideal pH is between 8 and 9. The number of ml used will equal the number of extra grams of lye to use per liter of vegetable oil (starting from 3.5 grams of lye).

So, let’s assume 5.5 grams of lye produced the desired distinct two layers. We now want to scale it up to a 10 liter batch. So we need 10 liters of used cooking oil, heated. 2 liters of methanol and 55 grams of lye. Mix the lye with the methanol until dissolved and then pour the sodium methoxide mixture into the vegetable oil. Stir for one hour. The mixer can be a sump pump setup or some sort of mechanical electric mixer like a paint mixer. After mixing, let it settle for 8 hours. After settling, you can siphon or pump the biodiesel from the top. After washing, run it through a Racor fuel filter before burning it in your engine. The bottom part after settling is glycerin. A valve at the bottom of your barrel or container is useful to drain off just the glycerin. If you allow it to sit in the sun for a week to evaporate all the methanol, you can use it as a degreaser or to clean your hands.

Washing your biodiesel…

After the above process is completed, you should “wash” your biodiesel fuel to remove any residual soaps suspended in your fuel. The easiest way to get rid of the unwanted soap is to simply add water. The water will emulsify with the glycerin soap and settle to the bottom. So to perform the wash, simply spray an equal amount of water on top of your biodiesel and let it settle to the bottom for 12 hours. Drain the water off the bottom of your container with a valve and then repeat the process 2-3 times until the water drained off is clear. Heat your biodiesel up to 130° F for 20 minutes to evaporate any residual water and you are literally ready to go! Remember to filter it in a 5-10 micron filter before burning it in your engine.

Other ingredients…

Instead of using methanol, you can use ethanol. Ethanol is less toxic than methanol and is considered a “greener” fuel than methanol. Ethanol is “grain alcohol” and is usually made from corn which makes it a renewable fuel. Methanol is highly toxic and is made from fossil fuels or it can be distilled from fermented wood. That’s why it’s often called “wood alcohol”. Also… you can use potassium hydroxide instead of sodium hydroxide. I believe you’ll have to use 1.4 times as much potassium hydroxide as sodium hydroxide though. Make sure you do your “test batch” first!

Two more things….

1) What kind of engine do you need to use biodiesel… basically, biodiesel will run in any diesel engine unmodified. Biodiesel is a solvent, so if you put it in an old tank or use it with a diesel engine that has been running regular diesel, it may clean and dissolve some “residues” and then the residues will clog your fuel filter. Changing the filter often when you first start using biodiesel usually fixes this problem. Usually, manufacturers warranties are not voided when biodiesel is used, but check with your manufacturer to make sure. Sometimes a blend like B20 is required (20% biodiesel). Now if you are running straight vegetable oil (SVO), then you need to make modifications to pre-heat the oil to increase it’s viscosity.

2) The only other problem you might have is with natural rubber gaskets and hoses in vehicles made prior to 1992. The biodiesel may degrade these types of rubber and they may need replacing after a while. Newer engines have been modified (synthetic rubber) to stand up to the newer blends of diesel fuel that have been in use since 1992 and these engines will work fine with biodiesel

About the Author:

For more information on biodiesel books and generating electricity using biodiesel, please visit Bill Anderson’s website at http://www.biodieselmake.com
Read more articles by: Bill Anderson

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The combination of electric drive with the 7G-Tronic automatic transmission ensures that the S-Class “Hybrid” constantly operates at the optimum level. “This reduces fuel consumption by 15 to 25 percent depending on the driving cycle, while at the same time enhancing comfort,” says Prof. Herbert Kohler, Head of the Vehicle Body and Drive Systems Directorate at DaimlerChrysler AG.

Combining a V8 diesel engine with the latest generation of hybrid drive systems developed jointly by DaimlerChrysler and General Motors, Mercedes Benz introduces the S Class Hybrid, which unlike many conventional hybrids, the system dispenses with a torque converter; this is replaced by the hybrid-specific components. The hybrid concept is based on the 7G-Tronic automatic transmission in combination with the P1/2 hybrid transmission, which thanks to its compact dimensions does not restrict interior space. “The use of the 7G-Tronic automatic transmission makes for a comfort level that is unique in the world of hybrids,” emphasized Weber. “Shifting is even faster and more convenient in continuously variable mode.”

Setting a new record for cars with hybrid drive system, the S Class has a maximum output of 340 horsepower. The two electric motors have a combined output of 70 horsepower. The diesel can be started at any time without transition, independently of driving mode. The V8 diesel engine recharges the battery while the vehicle is in motion while energy is recovered during braking. The hybrid concept is based on the 7G-Tronic automatic transmission in combination with the P1/2 hybrid transmission, which thanks to its compact dimensions does not restrict interior space. The system dispenses with a torque converter; this is replaced by the hybrid-specific components.

All genuine quality Mercedes Benz fuel tanks, spoiler, radiator, electrical parts, engine parts, hood, hubcaps, condenser, bumper, catalytic converter, exhaust, fender, grille to name a few are available to you in great discounts and wholesale deals at Partstrain

The proven reliability of our genuine and quality Mercedes auto parts keeps customer loyalty for years. Browse our online shop http://www.partstrain.com/ShopByVehicle/MERCEDES_BENZ and find dependable, long lasting Mercedes replacement parts, performance parts, body parts etc. It could be the start of great savings for you while maintaining the high performance of the Benz.

Jenny McLane is a 36 year old native of Iowa and has a knack for research on cars and anything and everything about it. She works full time as a Market Analyst for one of the leading car parts suppliers in the country today.

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2007 is a significant year for Mercedes-AMG for two reasons: the first one is the arrival of a new top model, the CL65 AMG high-performance coupe which delivers 450 kW/612 hp V12 engine and rounds off the AMG range. It will also take part as one of the 40th Anniversary limited edition models. The second reason is the coming of the high-performance brand of Mercedes Car Group (MCG) which will commemorate the company’s 40th birthday for this year.

The new CL65 is powered by an AMG 6.0 Liter V12 biturbo engine likened to those employed to the S65 AMG and SL65 AMG twelve-cylinder models. The AMG 6.0 Liter V12 biturbo engine delivers a maximum output of 450 kW/612 hp with a maximum torque of 1000 Newton meters which are reflected in its outstanding performance data that states that the CL65 AMG can reach 100km/h in 4.4 seconds and reaches the 200km/h in a matter of 13.3 seconds. The maximum speed that it can reach is 250 km/h but still electronically limited.

The standard features that are included in the CL65 are the following: an AMG body styling, 20-inch AMG forged wheels, unique AMG interior and highly advanced technology such as the AMG sports suspension, based on the Active Body Control System and the anticipatory occupant protection system PRE-SAFE®.

Also included in the CL65 is the AMG high-performance brake system with new double-frame sliding calipers that provide maximum deceleration without fading. And in times when emergency braking is required from 100km/h, the CL65 AMG comes to a standstill at 35.6 meters which represents a maximum deceleration of 11.1m/s2. And since it’s created by Benz it will also come equipped with top-of-the-line Mercedes auto components such as the Mercedes starter.

To mark the 40th anniversary of Mercedes-AMG— the high performance brand of the Mercedes Car Group— a new type of paint finish which reflects the status of this exclusive version and are restricted to just 40 vehicles in the whole world is going to be used. The AMG Alubeam which is a unique paint finish and seen only on a handful of Mercedes show cars is going to be applied on the CL65.

The AMG Alubeam makes use of a process wherein the paint gleams like liquid metal. The color, which seems to be stretched over the vehicle body like a metallic skin, emphasizes the compelling lines of the large Mercedes coupe while the light further makes the color to become more vivid. This remarkable paint finish is achieved through the use of pigment particles which measure just 30 to 50 nanometers allowing them to be incorporated in the surface of the paint much more evenly. As a result, the light is reflected more intensively and at the same time the luster of the paintwork is enhanced. No ordinary car paint with pigments measuring between 100 and 300 nanometers is capable of providing such remarkable effect.

A perfect paint calls for an equally perfect body surface. The Mercedes experts were able to achieve such in the CL65 through an elaborate process before the actual painting stage. The AMG Alubeam also has a clear coat which enhanced scratch resistance and in turn provides greater protection from environmental influences.

The CL65 is not only amazing from the outside but also in the inside. The CL65 AMG “40th Anniversary” edition features two-tone EXCLUSIVE PASSION all-Nappa-leather upholstery with a diamond pattern, a color-coordinated Alcantara roof lining and embossed V12 logos on the front head restraints. Likewise, the airbag unit of the AMG ergonomic sports steering wheel is also finished in Nappa leather. High-quality trim elements made from genuine carbon gives the CL65 a sporty look.

To serve as a reminder of the incomparable history of AMG a lettering of the 40th Anniversary is placed on the center console to confirm the exceptional character of the new coupe. A “ONE OUT OF 40’ badge on the hand rest of the COMAND controller is also provided as evidence of the car’s highly exclusive status.

The CL65 is designed by the specialists of the AMG Performance Studio which was set up last 2006. The 40th Anniversary CL65 belongs to the exclusive category of vehicles with distinctive look and feel that differentiates them from the series-production models.

For more about you Mercedes parts needs like Mercedes starter, visit your trusted online source.

Dwyane Thomas is a part time cook and full-time auto-enthusiast. This 31-year old Civil and Environmental graduate is a consultant at one of the engineering firms in Pennsylvania.

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The Mercedes master cylinder that is usually used for Mercedes vehicles are manufactured by Girling, ATE, and Bendix. These master cylinders utilized two or three-chamber reservoirs, a level sensor contact built into each chamber. In times when brake fluid level is low or when there is pressure differential between two brake circuits caused by loss of fluid in either circuit, a warning light is activated.

The series 190, 420, and 500 make use of floating type front disc brake calipers while the other Benz models especially those with parking brakes and are cable actuated in rear brake rotor calipers utilizes non-floating type. All Mercedes cars have brake pad wear indicators and differential pressure warning indicator. The 420 and 500 series have inner pads only while the Anti-Lock Brake System is offered as a standard feature on the 420SEL, 300 and 560 series and optional for the 190 series. For the diesel models a vacuum pump is incorporated to provide vacuum to the power brake unit.

Adjusting Pedal Height The height of the pedal measured from pedal pad to pedal stop should be 150mm. To get the correct pedal height adjust the loosen lock nuts and turn stop light switch afterwards tighten lock nuts and pedal free play 5-15 mm.

Above the brake pedal is the stoplight switch, loosen lock nuts and adjust switch in such a way that the contact button extends 6-8mm and then afterwards tighten lock nuts.

Parking Brake

1. Before raising the vehicle it is best to remove only one lug bolt at each rear wheel.

2. Try to rotate wheel until lug bolt hole is positioned over parking brake adjuster at an angle of 45 degrees forward for diagonal swing axle and 90 degrees forward for diagonal swing axle with starting torque compensation. And remember that parking brake must be adjusted if the brake pedal can be depressed by more than 2 steps of 6 without any braking effect. Try not to try to alter screw on parking brake intermediate lever since these screws are for balancing cable lengths only.

3. using a screwdriver inserted through the lug bolt hole, hand turn the adjuster until rear wheel can no longer be turned, back off the adjuster until it can be turned without the dragging the wheel.

Checking the Brake Warning Light

1. On the dash is mounted a dual warning light, try to turn the ignition on. Normally you will see a light glowing once parking brake lever is pulled tone notch and goes off when brake lever is full released.

2. To test the circuit warning sensor, again turn on the ignition, release the parking brake and make sure that the light is off. Open the bleeder screw on one wheel and depress brake pedal and the light should light up.

3. Close the bleeder screw, refill the brake fluid and bleed system. Make sure also that light goes out after testing and if the light didn’t turn off then the differential pressure pin of the Mercedes brake master cylinder should be reset.

For more about you Mercedes parts needs like Mercedes master cylinder, visit your trusted online source.

Dwyane Thomas is a part time cook and full-time auto-enthusiast. This 31-year old Civil and Environmental graduate is a consultant at one of the engineering firms in Pennsylvania.

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The Mercedes Benz fuel evaporation system is designed to prevent fuel vapor from escaping from the fuel tank and entering the atmosphere. The Mercedes Benz systems include a fuel tank with vapor separator, purge valve, Thermo valve, and charcoal canister and vent valve.

OPERATION EVAPORATION SYSTEM

ENGINE NOT RUNNING

Fuel tank pressure is maintained by the vent valve, which is a pressure relief valve. When engine is off and vapor expands heated by sun, the pressure relief valve in vent valve opens, allowing vapor to escape threw charcoal canister. As fuel cools down the volume is reduced, creating a vacuum in fuel tank. Below is a preset value, the vacuum portion of the vent valve opens, allowing air and fuel vapor from canister to travel to fuel tank reducing vacuum. If system malfunction causes fuel tank pressure to increase above 1.5-4.5 P.S.I… Relief valve portion of filler cap opens to vent excess pressure.

PURGE SYSTEM ENGINE RUNNING

The purge valve is installed in vacuum line between throttle valve housing and the charcoal canister

A vacuum control line is routed from throttle valve housing through a thermo valve and to the purge valve. When the engine is running, throttle valve position is above idle, and engine coolant is above 122°F, the canister purging takes place. As the throttle is opened further, more vacuum is applied to the canister and purge rate continues.

Fig. 1: Fuel Evaporation System testing

Disconnect the hose between purge valve and the canister at canister. Place a finger over hose end. Slowly increase engine speed to 3000 R.P.M. No vacuum should be present. 1At idle; vacuum should gradually increase with engine speed.

2. If no vacuum was present at hose, trace hose back to throttle valve housing. Blow through connection on housing and ensure the hose is clear. 3. If vacuum is still not present, then remove White Purple and Black hose from purge valve. If vacuum is now present, replace purge valve. If vacuum is not present, replace thermo valve.

MAINTENANCE

Check fuel lines tank, and hoses for leaks or damage, and deterioration at first 1000 mile service and every 15,000 miles thereafter.

Clint Hough is an author and web site publisher on imported car parts and you can get all your Mercedes Benz Parts from our on line catalog for all your Mercedes Car Parts needs at Imported car parts.com.

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In Diagnosing Mercedes Benz drive Noise it could be as many as four differant noises that could be the cause of the problem for your Mercedes Benz ! Starting with the C/V joints/universal joints defective joints may cause a clicking noise from driveline play and may be improperly diagnosed as drive axle problems.

Axle shaft noise is similar to a gear noise when the ring and pinion bearing whine .Axle shaft bearing noise will distinguish itself from other gear related noises and occures in all driving modes the drivetrain noise will persist with when driving at the problem speed with the transmition in neutral.

A howling or whining sound can be caused from the ring and pinion,caused by improper gear pattern or gear damage caused by improper bearing preload and will occur with the sound increasing with rpm.

A whine will occur in driving is usualy coased by excessive clearance caused from excessive gear wear and or by a damaged tooth on the coast side of one or more of the teeth on the ring gear,even a small nick on the ridge on the edge of the gear is enough to cause the noise.

This condition can be corrected by cleaning the nick on the gear with a smalll grinding wheel or if too badly damaged the gear must be replaced And make sure to remove all particles from the housing so not to damage gear in the future.

A bearing noise sounds of a high piched sound simular as a whistle .It usualy occures from the malfunctioning of the pinion bearings! These bearings will whine when they are completely dry of lubricant, These bearings will whine at all driving speeds and to distinguishable from gear whine which will come and go with speed changes.You can get your Mercedes Benz parts from importedcarpats.com and also placeforparts.com where you can find the cheapest prices on the internet!

Clint Hough is an author and web site publisher on imported car parts and you can get all your Mercedes Benz Parts from our on line catalog for all your Mercedes Car Parts needs at Imported car parts.com

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The Mercedes-Benz W211 series entered production in 2002. They are sold under the E-Class model names. The W211 models replaced the W210 E-Class models.

The W211 E-Class continues the line’s push upmarket. The W211-based W219 CLS-Class was new for 2005. In 2001 Mercedes made a facelift for the W210 which began the launch of the W211.

German car maker Mercedes-Benz continues to elevate the features of its R-Class. The introduction of the new R 280 CDI 4MATIC und R 63 AMG 4MATIC models, which will become available this autumn, spurred the expansion of the touring SUV’s product range to five engine variants. The result is the extended output range of the six and eight-cylinder engines from 140 kW/190 hp to 375 kW/510 hp.

Aside from the quality Mercedes catalytic converter that come along with the car, Mercedes-Benz will also equip the R-Class with additional driver-support systems that will ensure further driving convenience. Other than innovations such as the radar-based DISTRONIC proximity control system, the comfort-enhancing systems will be available with actively ventilated front seats, LINGUATRONIC voice control system and a rear-view camera for safe and easy parking. The driver’s stress level as measured by the heart rate is significantly lower in the R-Class than in other rival vehicles.

The R-Class’s thrilling level of long-distance comfort evidences, which makes a very important contribution to driver-fitness safety, is provided by scientific studies conducted by DaimlerChrysler Research.

Committed to its role as a trend setter, Mercedes-Benz has built a completely new vehicle concept with the R-Class that blends exemplary traveling comfort and a high level of variability with a huge loading capacity of up to 2385 liters, a sophisticated design and the extremely high level of safety typical of a Mercedes. Having such features, this 4+2-seater gives today’s drivers the real pleasure for a car that is ideal for the family, recreation, travel and work - in short, for every use imaginable. Moreover, the touring SUV is also available in two body variants, which differ in their wheelbase dimensions (2980 millimeters or 3215 millimeters) and their lengths (4922 of 5157 millimeters).

The diesel engine range available for the R-Class will be added with a further six-cylinder engine, also equipped with a third-generation common-rail direct injection. Aside from the R 320 CDI 4MATIC (165 kW/224 hp), Mercedes-Benz will also be offering the new R 280 CDI 4MATIC, which can yield a power of 140 kW/190 hp. The result would be R-Class’ top speed of 210 km/h and acceleration from 0 to 100 km/h in only 9.8 seconds, and this would be made possible due to its powerful torque of 440 Nm (from 1400 to 2800 rpm). Combined fuel consumption is 9.3 liters per 100 kilo-meters. The new R 280 CDI 4MATIC, therefore, can travel for more than 850 kilometers on a tank full of fuel.

Furthermore, the V6 diesel engine features a high-pressure pump (1600 bar), piezo injectors, and a variable nozzle turbine (VNT) turbocharger. With these, low emissions and smooth operation are ensured. Two oxidation-type catalytic converters and a maintenance-free particulate filter are also some of R 280 CDI 4MATIC’s standard equipments.

Its six-cylinder unit is mated with the 7G-TRONIC seven-speed automatic transmission. This is electronically operated by the driver by means of the DIRECT SELECT lever on the steering column. The R 280 CDI 4MATIC is exclusively available with a 2980 millimeter wheelbase.

Meanwhile for more about your Mercedes catalytic converter needs, check out reliable sources on the net.

Rain Stockton is an engineer by profession. He is a motorsports fanatic, especially F1 and NASCAR. He seldom fails to attend major car racing events. A frustrated race car driver, he spends some of his free time working in one of the largest automotive shops in Indianapolis.

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