The Webber DGV is a horrible carb in my humble (or not!) opinion. The Stromberg side draft carbs are generally pretty reliable if rebuilt properly and then left alone. Over 90% of tuning issues are in the distributor which can be addressed with electronic ignition. The series 4 Alpine used a gearbox with no syncro on 1st and a lot of American drivers just cannot get their head around having to completely stop before engaging 1st. A simple solution is the later series 5 Alpine g'box which is fully synchronized ( I have a spare!) Another charming aspect of a lot of British cars is the carbon ring throwout bearing... When at a stop your foot needs to be OFF the clutch pedal. These can wear out in as little as a couple thousand miles or last well over 100K miles with proper use.
The V6 kit was called a "Jose" Alpine V6 kit and was made in Washington state. They have been unavailable for many years but are very simple to fabricate. It used a mid 80's Ford 5 speed (T5 Mustang based). There were a couple of 90 degree brackets on the front of the motor with corresponding round threaded bungs welded to the front suspension crossmember with a simple rubber disc sandwiched between them. The engine could be either a 2.6 or 2.8 Ford, but the 2.6 has severely restricted exhaust ports and is unsuitable for being tuned. The 3.0 has a deck height which makes it unsuitable as well (too tall). You do not want the 2.9 truck engine as it's configuration makes it unsuitable. The original Alpine mounts were removed from the suspension crossmember (cut off). A simple box steel crossmember was fabricated to carry the 5 speed and it bolts to the standard Alpine crossmember mounts. The kit could either use the original rear axle, or a narrowed Ford 8" unit from a Capri or Pinto. It would need to be narrowed (47.5") and have the mounting pads and shock mounts transferred from the Alpine unit. These Ford axles can easily take 300HP. With a 5 speed the ideal axle ratio would be 3.5:1. Fords axles have the same wheel bolt pattern as the Alpine, just with 1/2-20tpi studs instead of 7/16-20 TPI studs. A neat thing about the Ford axle is the ease of changing gear ratios compared to the Alpine unit. I have a Ford axle already set up for this conversion with 2 choices of gear ratios and the gearset centered to avoid fouling the propshaft tunnel. Lokar makes a kit to combine the cable e-brake system of the Ford axle compatible with the Alpine handbrake. The axle I have is set up with one.
Sunbeam Specialties sells the exhaust frame pass throughs (for Tigers), so fabricating the exhaust is straightforward.
There was minor fabrication required to clear the gearbox and that was all. the existing factory clutch master was compatible with a hydraulic throw out bearing and a driveshaft would need to be fabricated for the Ford g'box and then total length taken into consideration. The kit did include headers, but there is no reason that the cast units could not have been used.
Occasionally someone sells a converted Alpine and even the kits come on to the market from time to time, but as I said, they are very simple to fabricate. I converted a series 5 in the early 90's in a little more than a week.
a lot of useful info at sunbeamupgrades.com/the-v6-conversion
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