Woodsport - Engine Conversion Specialists

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Bodywork

Bodywork services

At Woodsport we used to offer MR2 restoration and respray work, but due to concentrating on engine transplants, we dropped this service. However I'm pleased to announce that Woodsport has re-opened it's bodyshop to all MR2 restoration work and painting services.

As of 2007, we have had a fully equipped bodyshop and spray booth capable of turning out paintwork of the highest quality.

We will be offering everything from touch ups to full restoration work and complete resprays, bodykit fitments, custom bodywork and accident repair.

Here are some examples of previous bodywork and resprays carried out at Woodsport.

red mk2 autopista

Mk1 just painted

 

Mk1 wheel arch repairs, no matter how badly corroded the arch is we can rescue it and return it to its former glory, in fact we pride ourselves in being able to repair these arches to a better standard than original. We take proper rustproofing and inner arch sealing measures so that the rust cannot come back, for many many years.

Full Mk1 wheel arch restorations that include the A, B and C panel are £350 per side with all panels/paint supplied, sills are replaced at a cost of £150 per side and front wings are painted front and back and fitted for a cost of £450 with the panels supplied.(bookings for thistype of workis subject to our current workload,please ring for availability)

We offer complete restoration packages too and can fully restore a shell back to original.

From this.

To this.

All paintwork is mirror flat, much better than the factory paint finish. A lot of time is taken in the preparation and detailing, as MR2 enthusiasts, we realise the need for attention to detail like overspray on things that should be removed or masked, for example wheel arch liners or suspension components.

We are also offering complete bodykit fitments, you supply the kit and car, tell us what you want plus any custom bodywork that you'd like and the rest is done by us.

Prices range considerably depending on what you require and all enquiries will be quoted for at a very competitive rate.

Single panel spraying e.g. wing are costed at £150 per panel with all paint/materials included. Full resprays start at roughly £1500 with a rising cost for any body repairs that need carrying out, all car parking dents/imperfections are removed so that each and every panel is flat.

So we can basically offer everything from simple spoiler painting to full Mk2 TRD bodykit fitting to complete MR2 restorations.

All work comes fully guaranteed and we have highly accurate paint matching that guarantees perfect blending into panels that arent being sprayed.

 

Woodsport Wide Arch Kit and Conversions

At Woodsport, we are proud to be able to offer a custom Wide Arch fitting and painting service. These arches are designed by us, and form a universal template that can be trimmed and adjusted to suit any cars body profile or wheel width.

We can offer everything, from the basic supply of these arch panels - for the DIY man at home to carry out his own fitment, or we can offer full fitting and painting services ourselves.

The arch panels are made from high quality GRP and cost £250 delivered for a set of four.

Once trimmed to your required width and bonded to the car they look something like this....

Later on when they have been blended and painted they look like this....

The overall effect...

 

 

 

 

The same arches fitted to a Mk1 MR2...

And a work in progress....

 

How much does fitting and painting cost?

The fitting and painting of these arches very much depends on each customers requirements, typically a pair of rear Wide Arches fitted, blended and painted to a Mk1 MR2 rear only is around £1500 all in, that includes the cost of the arches and all paint/materials and labour.

For a full set of four wide arches fitted, blended and painted to a Mk1 will be around £2500 but this option also includes a complete exterior respray of the whole car.

Fitment of the wide arches to a Mk2 MR2 is much more involved due to the arches overlapping bump strips and bumper sections, which need to be addressed by either completely blending out the bump strips or making the arches 2 or even 3 piece sections. Prices for this type of work start at £3,000 but also include a complete respray of the whole car.

 

 

 


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Testimonials

Dirans 2gr-fe powered Mk1 Mr2 Testimonial 

 

Glorious day on 21st of May 2010 and I find myself with a day’s holiday to get the train to Durham and then coast back down to the smoke. 

I arrived within 10 min of quoted time and spotted Paul’s E36. After escaping the station we got to chatting about work at WS and the amount of comments the project had been getting (!). This was not my aim and the car is not quite show-worthy despite the high standard of WS (it needs a bit of welding and paint on the original panels that I hadn’t budgeted for in the conversion) but it’s always nice to know there are like-minded people on the scene.

Arriving at WS, the car sat gleaming in the yard and I had already failed to suppress my grinning enthusiasm, much to the amusement of Phil and Anth! Pleased to meet you both gents 

I chatted with everyone and took ”the tour” – a captioned peek around many, many tasty MR2 in various states of undress / surgery, including a couple of 2GR powered examples besides my own (Owen’s Mk2 scarlet 355 and Phil’s Vader-esque MK2), as well as Moustachio’s v. Tidy MK1 1MZ, Rexer’s soon to be 2ZZ’d Mk1 and a certain, lesser known 4.2 litre, 32 valve Mk1..... A veritable sweet shop for any petrol head!

After a quick squirt around the yard in my car (I managed not to stall but was very pedestrian so Paul kindly demonstrated the G-forces available – suffice it to say I left a crease in the seat!), I handed over the obligatory pack of hob-nobs, we said our goodbyes and I set about dismantling 260+ miles of motorway. Of course, the M1 meant a disproportionate number of 50mph average speed check zones (yawn!). Bit of a waste, but one has to get home eventually!

The driving bit:

The first 50 miles or so were spent taking things easy and undertaking the customary vigilance on temperatures and pressures etc.. I’d filled up with 97RON which the car seemed to approve of. My immediate observation was that the car felt familiar yet completely different. The throttle seemed to have zero slack and combined with the less tolerant (but still manageable clutch) and uber short 1st gear meant decisive but restrained action was need to pull away smoothly at relatively sane pace. If you try to slip it, it will chatter – better to either feed it in swift and smooth with little or no throttle, or use semi-race technique of blip the throttle and let it in all-of-a-piece. This is fun but unsubtle because the revs flare angrily if you’re clumsy. It is hugely satisfying when you get it right though and I think a couple more weeks (I only drive on weekends). 

Tip: Setting off in 2nd or even 3rd is possible and much less likely to result in skippy-type antics. The rest of the time, you just launch like a jet being catapulted from an aircraft carrier (only with a better sound track).

The car is so ridiculously over-endowed with torque that third (to get going) and fifth (once rolling) are all that’s necessary if you like. 

Better still, the noise is intoxication personified and despite our effort brazenly loud  Three-fifths air-cooled 911, two-fifths Alfa V6, with a racer-ish blare as the revs get up. It remains relatively subdued on light openings but nice and exuberant with a tickle, rising to something truly intimidating (yet still melodic) when you explore the full travel. Exactly what such performance deserves in other words!

The brakes are strong and easy to modulate although I’m taking it easy on them to bed in the discs and pads. I’m still perfecting my rev matching (something that was very easy on the standard car) due to the slightly long travel on the brake pedal – perhaps a M/C upgrade will help firm it up? – and the throttle which is set quite high and is very sensitive (a good thing, if making inconspicuous progress tricky at very low speeds!). I might try relocating the throttle pedal to help as well – I do like a bit of heel and toe. 

The Drive By Wire itself is easy to get used to (had it before) although occasionally you get the sense that the engine is “adulterating” small inputs (perhaps for emissions purposes on the factory ECU) as no matter how smooth you are going on and coming off the throttle in normal driving, it will occasionally give you more than you were expecting or cut the fuelling more abruptly. I’m sure this can be cured as time goes on or calibrated with a bit of judicious tweaking but if not I’ll learn quickly to be even smoother with my inputs!

The SW20T gearbox is short and positive in a way the factory AW11 5 speeder could only dream of (in my opinion at least). Although it’s occasionally notchy it’s nicely weighted and satisfying to use – more so than the SW20 N/A’s I’ve driven. The Final drive is clearly shorter than ideal for the engine characteristics (it could happily pull a 3.6 ratehr than 4.2) but is entirely usable – a lower rev count at a cruise would be nice but you wouldn’t need a higher top end.

There’s no doubting the engine dominates the car. It’s not overbearing but you can definitely feel the proximity of a large (for the car!) lump and hear the valves / fuel pump clicking and zizzing away. Personally, I find it generally no less refined than the standard car, although for some it would not make for a sensible city or long distance car.

The pay off is a level of performance that is borderline scary. I’ve not fully explored this fully (understandably!) but even brief instances of more than 20% throttle get MiFu lunging at the horizon like it has afterburners instead of exhaust tips. Hard acceleration is violent, as Paul described, even before you get to half throttle and it feels no less nimble or wieldy so far despite weight gain and a bigger set of boots – just more planted. It also generates nice forces in the corners, allowing you to carry huge amounts of speed (as if it was necessary given the straight line fireworks).

The sense of a small car being hurled up the road by a quad cam V6 complete with ASBO-spec pipes is one of the most surreal and gratifying motoring experiences I’ve yet had - and I’ve been lucky enough to drive some fairly interesting cars. 

It is part fierce concentration, part fear, part exhilaration. After about 3-5 seconds of acceleration, you brake (backing off gives good engine braking effect but you’ll be going too fast anyway) you just pause, hanging on the inertia reel and marvelling at the noise, the ability of the car to outsprint your internal organs and blur your peripheral vision. Then you give an evil cackle.

It is an addictive trip having that sort of performance at your disposal. Almost as addictive is making people’s eyes pop out on stalks when a tiny, girly blue Toymotah makes a noise bigger than a TVR as it rockets up the road with a twitch of throttle - 5th is sufficient; 4th is showing off; 3rd is plain offensive as far as other road users are concerned. A declaration of violent intent, if you will. 

I hope to try a few vids this weekend to give you guys another taste, although no warranties as to quality or irresponsible antics!

This car is made of pure and unadulterated insanium and I love it.

There are some compromises and some work still to do, including improving the ventilation to the rad to avoid some of the heat soak issues I’ve been suffering during town driving (it has been hot weather lately – I plan on moving the license plate and getting a vented frunk lid asap); the fact I need to address the odd bit of bodywork (25 year old car = rust spots) and work out how to insulate the trunk from the rear bank (the access panel gets v. warm!) and make the frunk luggage friendly now there’s no spare…. but so far this car is everything I’d hoped for and much, much more