Woodsport - Engine Conversion Specialists

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Woodsport was founded back in 2001, it's birth came from my personal love and ownership of MR2's - and being a time served mechanic - naturally I learned everything about it. Slowly, I found myself working on friends and other peoples club cars.

From there, it grew into a full time job. In the early days we specialised in Mk1 MR2 restoration, engine changes and day to day servicing. We have always tried to push the boundaries in terms of cheap, available upgrades for MR2 owners. Indeed, we invented the Celica brake upgrades for Mk1's that are now commonplace, we also discovered the Corolla wheel arch modification, the Ford Escort sill repair method, and various other MR2 money saving free upgrades, including a manual choke conversion kit to rid Mk1 owners of horrible waxstat issues.

In 2002 Woodsport became the first mr2 garage in europe to install a 3S-GTE into a Mk1 MR2, shortly after that we became the first to do the same with the V6 engine, in fact we brought the V6 engine conversion to the UK and overcame all of the niggles and problems associated with that conversion. A full year of research was carried out before the first build, and today every V6 powered MR2 and 3S-GTE powered Mk1 in the UK is based and built on the knowledge and research carried out all those years ago. We have always published this information for the DIY homebuilder to complete these builds themselves, that is the Woodsport ethos. MR2 enthusiasts first and foremost, even if it helps the competition!

In 2004 we started offering the Mk1 3S-GTE conversion to the public and have since built many examples, and in 2005 we started offering the same service for Mk2 v6 customers, with the 3VZ-FE. Since then, we have built over 90 cars in NA, supercharged and turbocharged form, indeed the TRD supercharged variants are only possible using the Woodsport idle speed controller adaptor body, designed by us. We have also undertaken Mk2 NA to turbo transplants inside one day, and we pride ourselves in being able to carry out Mk1 timing belt changes in 40 minutes while the customer waits..... Toyota quote 2.5hours!

We pride ourselves in being the first in the UK to accomplish many "first time" conversions, the recent V8 Mk1 Mr2 and Turbocharged 5vz-fe Mk2 Mr2 being prime examples. Every year we do more new conversions than any other Toyota garage in the UK, this includes a 2zz-ge powered Mk1 Mr2 and one or two other surprises coming later this year! So if you have an engine/car combo that you like the sound of just get in touch and we can discuss the options and possibilities.

In 2008, Woodsport became the first in the world to install a 3VZ-FE V6 into a MK3 roadster, once again, pushing the boundaries in MR2 engine transplants

Woodsport also has a fully functioning bodyshop and spraying facilities and in the summer of 2007, we needed to expand and moved into our new modern fully equipped workshop in Tursdale, County Durham.

We have 24hr security for customers cars and an internal webcam for customers to follow the builds as they happen live. At the moment we have two staff, myself Paul Woods and Head Mechanic Anthony, between us we have over forty years experience in the motor trade, and i have just passed the 10 year mark working solely on MR2's alone.

So if you haven't been a regular on MR2 forums for the last ten years that's a little insight into who we are and what we do.


Woodsport Messenger


Marks 2zz-ge Mk1 Mr2 testimonial

 Just thought I’d write a long overdue update to his project.

So how does it drive?…I decided early on that I wanted the closest ratios available in the gearbox (apart from 6th) with the torsen LSD and I’m very pleased I went for this setup. The traction on take off is great with both wheels digging into the tarmac. When the engine hits 6200rpm the second cam kicks in and the car just lets rip singing around to the 8500rpm cut out. Due to the close ratio box there is a momentary pause after the change to second gear then it hits 6200rpm cam change-over point and it takes off again. 3rd to 4th, 4th to 5th and 5th to 6th are all really close so from 2nd gear on the car never drops out of the high lift cam if all the revs are used. It is very addictive and amazingly fun. There is nothing better than taking it for a blast along known country roads on a quiet Sunday morning, with the engine on the high lift cam the noise is like a group A normally aspirated rally car 
The engine makes more power and torque at all points in the rev range than the standard 4AGE but it still retains and even enhances the high revving nature that makes the Mk1 MR2 so much fun in the first place. As Paul put it it’s like a Mk1 plus. Since this is my everyday car I also wanted it to cruise well on the motorway, be quiet and return decent mpg. I’m pleased to say due to the standard MK2 backbox, standard Mk1 intake and 6th gear it does indeed cruise more quietly than the standard Mk1 and returns about 40mpg at a steady 70 - 80mph. Handling wise due to the LSD this has improved immensely and in the wet I’m now able to hang the rear out around roundabouts and hold it there on the power in a lovely drift. The 2ZZ engine is very light being all alloy and is lighter than the original iron block 4AGE, this has cancelled out the weight of the extra (6th) gear and has maintained the great balance of the standard Mk1 MR2. Paul fitted a full set of poly bushes for me so next week I’ll have the car fully aligned to the TRD settings which should hopefully sharpen the initial turn in a little. Other than that I may experiment with drilling out the poly engine mounts slightly since at the moment there is a little too much vibration at tick-over due to the ridged nature of the mounts.
Overall though as you’ve probably guessed I’m delighted with this conversion… hats off to Paul at Woodsport for not only creating it but also the backup he’s given me since.