£500 e430 wagon + my LPG conversion fun...
Discussion
Been reading others Readers rides with interest, thought I'd show off my bargain barge of rustiness...
A Passat wagon PD130 was bought for the regular commute to work in Düsseldorf, as it was obviously cheap to run and reasonably comfy. But after a string of Mercs before it, the dullness and front wheel drive predictability soon wore very thin. It had to go.
I had always had v8 s-classes before - err, 7 of them in a row I think, but now needed an estate, so the s210 was an obvious choice. I also wanted 8 cylinders again and justified to myself as I had an old Romano LPG kit in the cellar.
An e55 was the desired choice of course, but they are fairly rare in estate form and bloody expensive. An e430 it was then.
So I bought this blind on eBay for £500 in Oct '12.
Rusty in the usual places (although oddly not on the front wings), a couple of scrapes and a leaky gearbox, but 6 months MOT and 2 months tax. That'll do.
It's is an AvantGarde, so has a few toys, 7 leather seats, Xenons, BOSE, cruise etc. Everything seems to work.
It turned out that the previous owner actually looked after it mechanically, but just decided to throw in the towel when the gearbox started messing up his drive, fearing big bills on the horizon. Luckily, it was as I hoped, just the common problem of a connector seal. €5.31 and an hour on my back solved that.
It had had recent Pirelli tyres all round, engine and box serviced, AC gassed and generally looked after.
It did the commute a couple of times on petrol (and with winter tyres) returning 31mpg, which was quite impressive for a big old brick. A set of new Lorinser springs came up on German eBay and they then appeared in my bought items list for a cheeky last moment €1 bid. They didn't lower it too much, but they certainly firmed up the wallowy ride. I bought smaller front spring pads (€16) which dropped the front nicely, but the rear is self leveling, so I haven't worked out how to lower that yet...
Anyway, LPG conversion...
I have converted a few cars before, so wasn't a complete beginner, but these were all on old carburettor based vehicles, never on a 'modern' sequential fuel injected engine. As such, there was to be something of a learning curve ahead! My LPG system had come from a 90's S320, which would provide most of the parts, but an s320 is obviously a very different car, not least being short of two cylinders.
I had to buy a few bits - 8 new LPG injectors, the standy-uppy tank, and lots of pipe/wire/zip-ties etc. If I ignore the cost of the original kit (it basically came free on a car broken for spares), it owes me about £200 all in.
Pre-conversion engine bay
[u]Day 1...[/u]
First job was finding a suitable location for the vaporiser, and mounting it securely. The E430 has so little space in the engine bay, this was a challenge! I found a spot next to the ABS pump that it could just squeeze into. This was plumbed into the heater pipes from the engine by cutting into and T'ing off the inlet and outlet pipes to the cabin heater matrix, one bottom left of the engine (looking in from the front) and one top right at the back.
Tight fit, but vaporiser bolted in
And plumbed in with front end solenoid...
[u]Day 2...[/u]
Next was the tank install. Whilst LPG donut tanks are plentiful, finding one that is designed to stand upright was something of a challenge. You can buy them new, but there is a 2-3 month wait and they are very expensive. Luckily a rather badly worded eBay ad came to the rescue and I picked up a two year old upright tank for €60. This was bolted in and the fuel pipe run alongside the original fuel pipe underneath the car to the vaporiser in the picture above.
Here it is bolted securely into the spare wheel well.
A second pipe was then run under the back of the car (shielded from the exhaust) to the fuel filler door, at the filler mounted discretely next to the normal filler.
And here is the adaptor screwed in to connect to the LPG pump.
Far better than one of those big ugly connectors in the side panel or bumper!
[u]Day 3...[/u]
So, now the fun bit! The injectors. Previously, this was a tricky job as you had to remove the inlet manifold and then drill and tap it for the LPG injectors. However, I found these clever little adaptors on the internet which saved a heap of hassle.
You simply remove the injector rail and injectors, plug 8 of these little devils into the injector holes, then re-install the injector rail on 1/2 inch stand-offs.
Should have been a 10 minute job, except as I removed the injector rail, I caught the edge of one injector when lifting, and a washer dropped into the injector hole. Balls! The inlet had to come off. On the plus side, at least it gave the opportunity to clean all the injector holes up properly. Also, a squirrel or something must have used the top of the engine block as a storage area, as it was full of little shrivelled nuts!
So, new gaskets (read squirt of insto-gasket), inlet back on, and adaptors slotted in
Below is a photo the adaptors and regular injectors, then the rail sitting above on small standoffs.
The original idea was to keep it as stealth as possible and hide the LPG injectors under the plastic engine cover. This worked well on the right hand side..
..but the cover is a different shape on the other to go around the MAF and air intake tube.
So, unfortunately, I had to abort that idea, and place them all on top of the inlet manifold.
I forgot to take a picture on day 3 of this, so here is a picture of the injector system after being wired up.
I still need to tidy up the wiring as I didn’t have any heat-shrink at the time, so had to use electrical tape (day 3 was Easter Sunday, so no shops were open). I will make this look tidier one day. The pipes at the back of this picture are the gas inlet pipes from the vaporiser, and the thin pipes T’ed together at the front go off to an LPG pressure sensor, which is then wired back to the LPG ECU.
Picture with engine cover on:
[u]Day 4...[/u]
Wiring up and configuring.
I had a stroke of luck when finding a place to mount the LPG ECU. With some very slight modification to the main ECU electronics box behind the firewall, the ECU slotted in and fitted perfectly! I couldn’t believe it, almost like it supposed to be in there. Yay!
The LPG ECU is the one in the middle with the purple clip on its right hand side. See what I mean, made to measure!
So wiring up was almost a full days work to keep it as neat as possible. Wires are traced along the fuel line from the back for a safety solenoid and the LPG fuel gauge. Then, the loom has 24 connectors for the injectors. There are 8 that you plug into the original injector wires. These then provide inputs to the LPG ECU. Then there are 8 back to the original injectors and 8 to the new injectors. The ECU also requires inputs from the Lambda sensors, from various pressure and vacuum sensors and a pulse input from number 1 cylinder.
Continuing with the stealth install idea, I hid the fuel switch/fuel gauge inside/under the ashtray cover.
The switch has an LED to show when it is running on unleaded, and one for LPG. It then has 5 LED’s to show LPG fuel level. From where it is located, I can see all LED’s from the driving seat without having to move my head.
Once the install was complete, it was time to see if it worked! After a quick drive to put 10 litres of LPG in the tank, I plugged the computer into the LPG ECU, and it connected first time!
The software told me it was running on unleaded, was idling at 650 rpm, and gave readouts for the fuel pressure and lambda sensors. All good. I told the ECU that it had 8 cylinders, what type of fuel gauge etc, then pressed configure. It told me to hold the engine at certain revs. I guess it then copied snippets of the map on the normal ECU and configured it for the LPG system. The software has full manual mapping ability right through the rev range, but by just running the default it seemed to work quite well.
Power is down slightly, but not significantly, and there is a slight misfire between 3000 and 3500 rpm when running of LPG. Above 4000 the LPG ECU mixes in a small amount of unleaded with the LPG, and the car pulls well.
I need to get the system certified and v5 changed to dual-fuel, so it does need to go to an approved fitter at some point, but this will cost £50 instead of £1000+ for them to fit the system. When it is with them, I will ask them to tune out the misfire.
All in all, I am quite pleased with the way it went. It took a full 4 days, I made a few mistakes, but I learnt a lot along the way and would certainly be quite happy to do it again. I think the next one would take 3 days, or less if I had another pair of hands to help feed wires and pipes around the car.
I've since done the commute a few times, and the fuel cost slightly more than a third of what it used to be (assuming a fill up of cheap LPG in Belgium). It is now such a practical old thing that I can leave anywhere without worry. The scrapes and rust will remain, but I think I will remove the e430 badge as it is nothing to look at, but does go quite well when provoked. I threw a second hand tow bar on a few weekends ago which adds to it's usefulness. Think I'll keep this one for a while...
A Passat wagon PD130 was bought for the regular commute to work in Düsseldorf, as it was obviously cheap to run and reasonably comfy. But after a string of Mercs before it, the dullness and front wheel drive predictability soon wore very thin. It had to go.
I had always had v8 s-classes before - err, 7 of them in a row I think, but now needed an estate, so the s210 was an obvious choice. I also wanted 8 cylinders again and justified to myself as I had an old Romano LPG kit in the cellar.
An e55 was the desired choice of course, but they are fairly rare in estate form and bloody expensive. An e430 it was then.
So I bought this blind on eBay for £500 in Oct '12.
Rusty in the usual places (although oddly not on the front wings), a couple of scrapes and a leaky gearbox, but 6 months MOT and 2 months tax. That'll do.
It's is an AvantGarde, so has a few toys, 7 leather seats, Xenons, BOSE, cruise etc. Everything seems to work.
It turned out that the previous owner actually looked after it mechanically, but just decided to throw in the towel when the gearbox started messing up his drive, fearing big bills on the horizon. Luckily, it was as I hoped, just the common problem of a connector seal. €5.31 and an hour on my back solved that.
It had had recent Pirelli tyres all round, engine and box serviced, AC gassed and generally looked after.
It did the commute a couple of times on petrol (and with winter tyres) returning 31mpg, which was quite impressive for a big old brick. A set of new Lorinser springs came up on German eBay and they then appeared in my bought items list for a cheeky last moment €1 bid. They didn't lower it too much, but they certainly firmed up the wallowy ride. I bought smaller front spring pads (€16) which dropped the front nicely, but the rear is self leveling, so I haven't worked out how to lower that yet...
Anyway, LPG conversion...
I have converted a few cars before, so wasn't a complete beginner, but these were all on old carburettor based vehicles, never on a 'modern' sequential fuel injected engine. As such, there was to be something of a learning curve ahead! My LPG system had come from a 90's S320, which would provide most of the parts, but an s320 is obviously a very different car, not least being short of two cylinders.
I had to buy a few bits - 8 new LPG injectors, the standy-uppy tank, and lots of pipe/wire/zip-ties etc. If I ignore the cost of the original kit (it basically came free on a car broken for spares), it owes me about £200 all in.
Pre-conversion engine bay
[u]Day 1...[/u]
First job was finding a suitable location for the vaporiser, and mounting it securely. The E430 has so little space in the engine bay, this was a challenge! I found a spot next to the ABS pump that it could just squeeze into. This was plumbed into the heater pipes from the engine by cutting into and T'ing off the inlet and outlet pipes to the cabin heater matrix, one bottom left of the engine (looking in from the front) and one top right at the back.
Tight fit, but vaporiser bolted in
And plumbed in with front end solenoid...
[u]Day 2...[/u]
Next was the tank install. Whilst LPG donut tanks are plentiful, finding one that is designed to stand upright was something of a challenge. You can buy them new, but there is a 2-3 month wait and they are very expensive. Luckily a rather badly worded eBay ad came to the rescue and I picked up a two year old upright tank for €60. This was bolted in and the fuel pipe run alongside the original fuel pipe underneath the car to the vaporiser in the picture above.
Here it is bolted securely into the spare wheel well.
A second pipe was then run under the back of the car (shielded from the exhaust) to the fuel filler door, at the filler mounted discretely next to the normal filler.
And here is the adaptor screwed in to connect to the LPG pump.
Far better than one of those big ugly connectors in the side panel or bumper!
[u]Day 3...[/u]
So, now the fun bit! The injectors. Previously, this was a tricky job as you had to remove the inlet manifold and then drill and tap it for the LPG injectors. However, I found these clever little adaptors on the internet which saved a heap of hassle.
You simply remove the injector rail and injectors, plug 8 of these little devils into the injector holes, then re-install the injector rail on 1/2 inch stand-offs.
Should have been a 10 minute job, except as I removed the injector rail, I caught the edge of one injector when lifting, and a washer dropped into the injector hole. Balls! The inlet had to come off. On the plus side, at least it gave the opportunity to clean all the injector holes up properly. Also, a squirrel or something must have used the top of the engine block as a storage area, as it was full of little shrivelled nuts!
So, new gaskets (read squirt of insto-gasket), inlet back on, and adaptors slotted in
Below is a photo the adaptors and regular injectors, then the rail sitting above on small standoffs.
The original idea was to keep it as stealth as possible and hide the LPG injectors under the plastic engine cover. This worked well on the right hand side..
..but the cover is a different shape on the other to go around the MAF and air intake tube.
So, unfortunately, I had to abort that idea, and place them all on top of the inlet manifold.
I forgot to take a picture on day 3 of this, so here is a picture of the injector system after being wired up.
I still need to tidy up the wiring as I didn’t have any heat-shrink at the time, so had to use electrical tape (day 3 was Easter Sunday, so no shops were open). I will make this look tidier one day. The pipes at the back of this picture are the gas inlet pipes from the vaporiser, and the thin pipes T’ed together at the front go off to an LPG pressure sensor, which is then wired back to the LPG ECU.
Picture with engine cover on:
[u]Day 4...[/u]
Wiring up and configuring.
I had a stroke of luck when finding a place to mount the LPG ECU. With some very slight modification to the main ECU electronics box behind the firewall, the ECU slotted in and fitted perfectly! I couldn’t believe it, almost like it supposed to be in there. Yay!
The LPG ECU is the one in the middle with the purple clip on its right hand side. See what I mean, made to measure!
So wiring up was almost a full days work to keep it as neat as possible. Wires are traced along the fuel line from the back for a safety solenoid and the LPG fuel gauge. Then, the loom has 24 connectors for the injectors. There are 8 that you plug into the original injector wires. These then provide inputs to the LPG ECU. Then there are 8 back to the original injectors and 8 to the new injectors. The ECU also requires inputs from the Lambda sensors, from various pressure and vacuum sensors and a pulse input from number 1 cylinder.
Continuing with the stealth install idea, I hid the fuel switch/fuel gauge inside/under the ashtray cover.
The switch has an LED to show when it is running on unleaded, and one for LPG. It then has 5 LED’s to show LPG fuel level. From where it is located, I can see all LED’s from the driving seat without having to move my head.
Once the install was complete, it was time to see if it worked! After a quick drive to put 10 litres of LPG in the tank, I plugged the computer into the LPG ECU, and it connected first time!
The software told me it was running on unleaded, was idling at 650 rpm, and gave readouts for the fuel pressure and lambda sensors. All good. I told the ECU that it had 8 cylinders, what type of fuel gauge etc, then pressed configure. It told me to hold the engine at certain revs. I guess it then copied snippets of the map on the normal ECU and configured it for the LPG system. The software has full manual mapping ability right through the rev range, but by just running the default it seemed to work quite well.
Power is down slightly, but not significantly, and there is a slight misfire between 3000 and 3500 rpm when running of LPG. Above 4000 the LPG ECU mixes in a small amount of unleaded with the LPG, and the car pulls well.
I need to get the system certified and v5 changed to dual-fuel, so it does need to go to an approved fitter at some point, but this will cost £50 instead of £1000+ for them to fit the system. When it is with them, I will ask them to tune out the misfire.
All in all, I am quite pleased with the way it went. It took a full 4 days, I made a few mistakes, but I learnt a lot along the way and would certainly be quite happy to do it again. I think the next one would take 3 days, or less if I had another pair of hands to help feed wires and pipes around the car.
I've since done the commute a few times, and the fuel cost slightly more than a third of what it used to be (assuming a fill up of cheap LPG in Belgium). It is now such a practical old thing that I can leave anywhere without worry. The scrapes and rust will remain, but I think I will remove the e430 badge as it is nothing to look at, but does go quite well when provoked. I threw a second hand tow bar on a few weekends ago which adds to it's usefulness. Think I'll keep this one for a while...
Added...
I had to pop to Hannover last weekend to pick up a carpet - 175 miles each way.
The roads were quiet. I drove at 120mph (cruise control on) most of the way there. My geeky phone app thing said I did 23mpg.
On the way back, I stuck to 60-65mph all the way, and got 31mpg.
LPG is almost exactly half petrol price in Germany at the moment, so 62mpg equivalent in a 4.3litre v8. Yay LPG!
I had to pop to Hannover last weekend to pick up a carpet - 175 miles each way.
The roads were quiet. I drove at 120mph (cruise control on) most of the way there. My geeky phone app thing said I did 23mpg.
On the way back, I stuck to 60-65mph all the way, and got 31mpg.
LPG is almost exactly half petrol price in Germany at the moment, so 62mpg equivalent in a 4.3litre v8. Yay LPG!
320touring said:
top job sir!
Can I ask, where did you get the injector adapters- could be a useful thing to have on either my 328 or 320
that vap looks a lot different to the one on my single point system- how much BHP can it flow for?
Cheers both!Can I ask, where did you get the injector adapters- could be a useful thing to have on either my 328 or 320
that vap looks a lot different to the one on my single point system- how much BHP can it flow for?
You can find the adaptors on ebay sometimes, but they are quite expensive on there..
Can't see any on UK eBay, but some here on German:
http://www.ebay.de/itm/Autogas-LPG-Bosch-Injektore...
However, I got mine from a company direct from Poland
http://www.drypa.pl/produkt1804_AKCESORIA_-_Koncow...
Send them an email in English with your request, they send back the total and international bank details, pay them and they deliver. It sounds dodgy, and I was sceptical, but three days later a package turned up with the parts I'd ordered. I think it was about 27 euros delivered for two sets of 4, so half eBay price. They did also do 3-packs, so suitable for your car. Will definitely use them again!
As for my vaporiser, I actually have no idea what it can handle. The car I took it off was a 240bhp 6 pot, and my car is supposed to be around 270bhp, so I figured that was close enough! It is quite small though, so it probably is on its limit. I don't often drive the car hard, so it is perfect for my application.
Fantastic! I've been toying with the idea of LPG'ing my BMW 525i for a while so it's great to see another successful DIY install!
I'm not sure I'd be able to use the injector adapters though because the injectors on my inlet manifold are a distance away from the inlet port and LPG injection needs to be as close to the inlet as possible to avoid irritating hesitations etc...
I'm not sure I'd be able to use the injector adapters though because the injectors on my inlet manifold are a distance away from the inlet port and LPG injection needs to be as close to the inlet as possible to avoid irritating hesitations etc...
Utterpiffle said:
Cheers both!
You can find the adaptors on ebay sometimes, but they are quite expensive on there..
Can't see any on UK eBay, but some here on German:
http://www.ebay.de/itm/Autogas-LPG-Bosch-Injektore...
However, I got mine from a company direct from Poland
http://www.drypa.pl/produkt1804_AKCESORIA_-_Koncow...
Send them an email in English with your request, they send back the total and international bank details, pay them and they deliver. It sounds dodgy, and I was sceptical, but three days later a package turned up with the parts I'd ordered. I think it was about 27 euros delivered for two sets of 4, so half eBay price. They did also do 3-packs, so suitable for your car. Will definitely use them again!
As for my vaporiser, I actually have no idea what it can handle. The car I took it off was a 240bhp 6 pot, and my car is supposed to be around 270bhp, so I figured that was close enough! It is quite small though, so it probably is on its limit. I don't often drive the car hard, so it is perfect for my application.
excellent- thanks very much for that- may be a good plan if I keep the car long term, as the single point does have its drawbacks..You can find the adaptors on ebay sometimes, but they are quite expensive on there..
Can't see any on UK eBay, but some here on German:
http://www.ebay.de/itm/Autogas-LPG-Bosch-Injektore...
However, I got mine from a company direct from Poland
http://www.drypa.pl/produkt1804_AKCESORIA_-_Koncow...
Send them an email in English with your request, they send back the total and international bank details, pay them and they deliver. It sounds dodgy, and I was sceptical, but three days later a package turned up with the parts I'd ordered. I think it was about 27 euros delivered for two sets of 4, so half eBay price. They did also do 3-packs, so suitable for your car. Will definitely use them again!
As for my vaporiser, I actually have no idea what it can handle. The car I took it off was a 240bhp 6 pot, and my car is supposed to be around 270bhp, so I figured that was close enough! It is quite small though, so it probably is on its limit. I don't often drive the car hard, so it is perfect for my application.
HustleRussell said:
Fantastic! I've been toying with the idea of LPG'ing my BMW 525i for a while so it's great to see another successful DIY install!
I'm not sure I'd be able to use the injector adapters though because the injectors on my inlet manifold are a distance away from the inlet port and LPG injection needs to be as close to the inlet as possible to avoid irritating hesitations etc...
A fair point, but the m50/2 is relatively easy to strip and trial fit them too, the m20 not so much.I'm not sure I'd be able to use the injector adapters though because the injectors on my inlet manifold are a distance away from the inlet port and LPG injection needs to be as close to the inlet as possible to avoid irritating hesitations etc...
I suppose if you got a set, you could trial fit, then pull out and sell on ebay if no use
dome said:
Very impressive, I'd be scared to do an install like that myself, I've not even serviced my Jeeps LPG system yet even though I have the filters to do it. Mine has the same LPG display, is that an OMVL dream setup?
Yeah, well, it's actually Romano but is basically OMVL. Similar software, same connectors, same pinouts etc. Filters are easy enough to change, the only unnerving bit is when you open the first housing, you may get a little gas escape. Utterpiffle said:
Yeah, well, it's actually Romano but is basically OMVL. Similar software, same connectors, same pinouts etc. Filters are easy enough to change, the only unnerving bit is when you open the first housing, you may get a little gas escape.
Just been out to try this so I went to the tank to shut off the LPG feed and turned the knob on the tank as far as it would go and-nothing. It's still running on LPG even after driving around for 5 minutes. How long should it take to run out?Sorry for the hijack.
dome said:
Utterpiffle said:
Yeah, well, it's actually Romano but is basically OMVL. Similar software, same connectors, same pinouts etc. Filters are easy enough to change, the only unnerving bit is when you open the first housing, you may get a little gas escape.
Just been out to try this so I went to the tank to shut off the LPG feed and turned the knob on the tank as far as it would go and-nothing. It's still running on LPG even after driving around for 5 minutes. How long should it take to run out?Sorry for the hijack.
samdale said:
46 mpg equivalent is awesome for that engine. I say just drive at 120 everywhere... 
Agree and agree! Need to make the most of it though as we move back to the UK in 2 months 
Utterpiffle said:
Er seconds I would have thought. It will throw an error immediately if there is no lpg pressure and automatically switch back to petrol. You could just pull a wire off the solenoid on the tank. Pressure would then drop to atmosphere in the system. I wouldn't bother personally, assuming you are replacing the injector filters, just unscrew them...
Sorted now. Eventually gave up trying to run it out of gas with the knob in the boot, there was no sign of the solenoid either although I could here it clicking. In the end pulled of the connector on the vapouriser and it conked out straight away. Filters changed, for I suspect the first time in roughly 100k. Vapour one was a bit scary but thankfully the escape of gas stopped after a few seconds. Too many for this newbie mind...Utterpiffle said:
Cheers both!
You can find the adaptors on ebay sometimes, but they are quite expensive on there..
Can't see any on UK eBay, but some here on German:
http://www.ebay.de/itm/Autogas-LPG-Bosch-Injektore...
However, I got mine from a company direct from Poland
http://www.drypa.pl/produkt1804_AKCESORIA_-_Koncow...
Send them an email in English with your request, they send back the total and international bank details, pay them and they deliver. It sounds dodgy, and I was sceptical, but three days later a package turned up with the parts I'd ordered. I think it was about 27 euros delivered for two sets of 4, so half eBay price. They did also do 3-packs, so suitable for your car. Will definitely use them again!
As for my vaporiser, I actually have no idea what it can handle. The car I took it off was a 240bhp 6 pot, and my car is supposed to be around 270bhp, so I figured that was close enough! It is quite small though, so it probably is on its limit. I don't often drive the car hard, so it is perfect for my application.
I'm doing a similar bargain basement conversion on a Volvo S80 and I've emailed the Polish supplier of the injector adaptors twice now without any reply. You can find the adaptors on ebay sometimes, but they are quite expensive on there..
Can't see any on UK eBay, but some here on German:
http://www.ebay.de/itm/Autogas-LPG-Bosch-Injektore...
However, I got mine from a company direct from Poland
http://www.drypa.pl/produkt1804_AKCESORIA_-_Koncow...
Send them an email in English with your request, they send back the total and international bank details, pay them and they deliver. It sounds dodgy, and I was sceptical, but three days later a package turned up with the parts I'd ordered. I think it was about 27 euros delivered for two sets of 4, so half eBay price. They did also do 3-packs, so suitable for your car. Will definitely use them again!
As for my vaporiser, I actually have no idea what it can handle. The car I took it off was a 240bhp 6 pot, and my car is supposed to be around 270bhp, so I figured that was close enough! It is quite small though, so it probably is on its limit. I don't often drive the car hard, so it is perfect for my application.
I don't want to buy off ebay but if they don't reply looks like I will have to.
Cheers,
Tony
Tony427 said:
I'm doing a similar bargain basement conversion on a Volvo S80 and I've emailed the Polish supplier of the injector adaptors twice now without any reply.
I don't want to buy off ebay but if they don't reply looks like I will have to.
Cheers,
Tony
Strange, they were super efficient with me... Could you try giving them a call? I can't remember now, but I am sure I spoke with them in English.I don't want to buy off ebay but if they don't reply looks like I will have to.
Cheers,
Tony
Ended up ringing the Polish company to be told no-one there spoke English but was given the number of a very nice english speaking lady called Margaret who was on maternity leave and who explained that she only called into the office a day or so per week.
She has now answered my emails as I re sent them marked for her attention I'm just sorting out my order.
Cheers,
Tony
She has now answered my emails as I re sent them marked for her attention I'm just sorting out my order.
Cheers,
Tony
Tony427 said:
Ended up ringing the Polish company to be told no-one there spoke English but was given the number of a very nice english speaking lady called Margaret who was on maternity leave and who explained that she only called into the office a day or so per week.
She has now answered my emails as I re sent them marked for her attention I'm just sorting out my order.
Cheers,
Tony
Good stuff. Hope you get as much success with the adaptors as I did She has now answered my emails as I re sent them marked for her attention I'm just sorting out my order.
Cheers,
Tony
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