When creating a custom car, one has to take into account what we are starting with. If a car needs to be purchased for the project, one can plan for it so that the minimum amount of work is needed.
For example, if someone desires a chrome-bumpered V6 roadster, it is easy to convert a RB car to CB height, and a late RB car is all set up for a V6 or V8. We would buy the late car and change the suspension to that of an early car. Were one to buy a CB car, we would still have to modify the engine bulkhead, radiator brackets and cross-member. For the work involved, the best bang for the buck is a late car, even to build an early one.
If someone already owns a car that will be used for the project, we must take into account the condition of the vehicle. If the car is in great shape, and only needs the mechanical work to be done, we can all but ignore this section.
If the car is in need of bodywork or restoration, as are the great majority of cars out there, we can almost think of the the restoration and the conversion as two separate entities that must travel hand in hand.
The modifications required to install a V6 or any other conversion are minimal when compared to the work of a restoration itself. (See the page on Restoration Timeline for an idea of what is involved. --In Progress!--)
If one wants to completely bypass the body restoration phase, new bodies are available directly from British Motor Heritage. I also have the option of going through my connections at the MGOC and having a custom body made for specific needs.
For example, I could have a GT body built with late RB engine bulkheads, crossmember, and radiator panels, no engine mounts, with a wide transmission tunnel and an early dash and windscreen panel, to build a metal-dashed V6 conversion. Cost is little more than a standard BMH body, though it would have to be made to order. In addition, the new bodies are made with galvanized sheet metal, so rust will not be an issue. Exciting stuff!