Hi Guest!
Hey - did you know if you click on the title of a thread it will take you to the first unread post since you last visited that thread?
but were afraid to ask: 
STOP!! Never post your email address in open forums. Bots can "harvest" your email! If you must share your email use a Private Message or use the 
smilie in place of the real @
Pretty Please - add it to our Events forum(s) and add to the calendar! >> 
Roger
Luke Skywalker
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No, I'm sure you didn't mean ill-will, but given that the Mallock family and mine go back a long way (I still exchange mail from time to time with son Ray) I felt I had to respond!
The topic of roll centre placement is a bit beyond a forum of this kind, but if you really want to get into it there are a few books you could study. One of my favourites was Competition Car Suspension by Alan Staniforth, first published in 1988 and a bit out of date now, but very clearly written.
The object of suspension design is as far as you can to keep the wheels upright, in contact with the road surface, and sharing the loads equally. In brief, the main object of a low roll centre is to reduce weight transfer, though as you say, that does lead to more body roll, so you need good anti-roll bars to keep that reasonable. It seems counter-intuitive, I know, but body roll doesn't indicate high weight transfer, except for the slight lateral displacement of the Centre of Gravity. More weight is transferred through the axles, wishbones, or whatever constitute the suspension components.
As for how it feels - you'll be familiar with the traditional independent front / live axle rear setup of many LBCs, like Spridget, MGB, XK Jaguar, Austin-Healey, etc. These have high rear roll centres and low front roll centres. Given a reasonably stiff chassis, particularly in torsion, you have an inclined roll centre axis, front to rear. Lowering the rear roll centre will level this out, and the body will roll more from side-to-side than diagonally-skewed - there's less rear-to-front transfer.
The topic of roll centre placement is a bit beyond a forum of this kind, but if you really want to get into it there are a few books you could study. One of my favourites was Competition Car Suspension by Alan Staniforth, first published in 1988 and a bit out of date now, but very clearly written.
The object of suspension design is as far as you can to keep the wheels upright, in contact with the road surface, and sharing the loads equally. In brief, the main object of a low roll centre is to reduce weight transfer, though as you say, that does lead to more body roll, so you need good anti-roll bars to keep that reasonable. It seems counter-intuitive, I know, but body roll doesn't indicate high weight transfer, except for the slight lateral displacement of the Centre of Gravity. More weight is transferred through the axles, wishbones, or whatever constitute the suspension components.
As for how it feels - you'll be familiar with the traditional independent front / live axle rear setup of many LBCs, like Spridget, MGB, XK Jaguar, Austin-Healey, etc. These have high rear roll centres and low front roll centres. Given a reasonably stiff chassis, particularly in torsion, you have an inclined roll centre axis, front to rear. Lowering the rear roll centre will level this out, and the body will roll more from side-to-side than diagonally-skewed - there's less rear-to-front transfer.