When a restoration candidate arrives at BEM, a team is put together which will be responsible for the project from beginning to end. The first thing they do is to evaluate the car for signs of unusual wear-and-tear, serious or hidden damage, non-originality, etc. At the same time research begins to determine what items were original to that particular car, what replacement parts are readily available, and what sorts of materials will be required. Mark Singleton reviews all of these appraisals and, on behalf of the client, turns them into a preliminary estimate of the resources (time and money) required.

The body shell can now be removed from the chassis, and put into the hands of the panel beater for any necessary panel replacements or other metal repairs. The chassis will be stripped, repaired where needed, and repainted in the body shop, after which it goes back to the mechanical shop. If the car has any wooden sub-structure, such as is usual in any pre-war car, it will be repaired at the same time. Following this work the shell goes to the body shop where all the body panel surfaces are ‘finished’ before the application of the color coat of paint.

Meanwhile, the mechanic in charge has been rebuilding all of the car's components (from the little details like windshield wiper motors to the more noticeable engine and transmission, etc.), finding or having remanufactured the necessary replacement items. When the chassis arrives from the body shop these rebuilt components will be reinstalled, resulting often in a rolling chassis that is ready to be driven - sans body.

Concurrent with the work being performed by the mechanic and body men, the upholsterer may be recovering the seats and removable interior pieces such as the door panels. He may also be sewing together the convertible top pieces prior to their installation in the car, or creating the custom luggage.

After the body shell, door panels, trunk, and hood have been painted the final phase can begin. The body shell and panels are reinstalled on the ‘rolling’ chassis. The cockpit is upholstered and the carpets, seats, door panels, etc. are installed, as is the interior and exterior chrome trim pieces. Each individual component that was removed during disassembly, literally every last nut and bolt, must now not only fit together but also operate properly.

Finally, the car is driven over the bumpiest and fastest roads around to find and fix any squeaks, rattles, or other problems before this remanufactured, new-old car is delivered to its owner.

The above represents about 2500-3000 man-hours of work on a typical 1950s sports car.