Most "IFR regulars" will just continue to fly in IMC under VFR.
That's what I will do.
However, I will get the full TKS system installed because under VFR one often doesn't get CAS transit which means one cannot always remain VMC on top, and icing then becomes a hazard for the enroute section.
Imagine crossing the Alps at FL129 (the highest Zurich will let you do because their Class C base is FL130), the OAT is -10C, and the tops are FL160.
The gotcha is the usual VFR one which is that one needs to be able to arrive "officially VFR" at the destination. With an airport that is on the coast, or inland with no real terrain, and which has some Class E/G around it, this is normally achieved as follows:
1) When the last enroute unit asks you to contact the airport, ack the request, say goodbye, but don't call the dest airport right away.
2) While still in the OCAS section, descend (over water if possible) to below the cloud
3) Make the initial call to the airport. No lies need to be told at this point because you really are VFR.
Similarly if departing:
1) Depart "VFR"
2) When well out of sight and OCAS, climb up through cloud to VMC
3) Call up the next unit - now you are really VFR again
That is how it's done all over the world. You have to be a good instrument pilot with impeccable navigation, otherwise you will get killed.
Then you get the more crazy pilots who will switch off their Mode C if they want to climb higher....