By general consensus, the steering is one of the least impressive features of a Dart. It is extremely heavy, especially on wider radial tyres. It tends to be rather vague and it requires rather too much attention to keep it serviceable. It also has a rigid steering column and an underslung steering box which was vulnerable to low kerbs, potholes and the like. Over the period of several years, I have seen numerous rack conversions ranging from competent to downright dangerous. I therefore set about developing a system based on Triumph Spitfire components. I like to think Edward Turner would have approved of this as he frequently raided the Triumph car and motorcycle parts bins for bits! The SP250 side lights for example come from a Triumph motor bike! I have paid a lot attention to reducing bump steer, which is an issue with many conversions, and I also use the column mounted switch gear to control headlamp dip, direction indicators and overdrive when fitted. I use a period Derrington wood rim steering wheel with a centre horn push which I had commissioned by Moto Lita as this wheel was used by the Daimler factory as an option. Recently Spitfire racks have been hard to come by and many are beyond renovation. So I have taken the plunge and commissioned the development of a bespoke column. Still based on the Spitfire design, the RGR column uses thicker metal for rigidity and incorporates needle rollers to reduce "stiction." I shall be fitting the column to my SP250 and, if satisfied, we will build the first batch shortly. The new column will accept all Triumph switchgear and shrouds. Fitting rack and pinion steering necessitates discarding the metal, engine driven fan (there is insufficient clearance between the fan and the rack} and moving to an electric fan mounted on the radiator. This is electronically controlled providing reassurance when you're caught in those summer traffic jams. See price list.

The standard brakes on a Dart are so good many drivers will wonder why they need upgrading. But the high speeds available to Dart owners on today's motorways are far in excess of roads in the fifties when this car was conceived. The front brakes can comfortably provide greater retardation without unbalancing the brake feel. We started our upgrade journey with 3 pot calipers borrowed from the E-Type parts bin but now have gone one stage (or do I mean pot) better with dedicated 4 pot calipers made for us in the UK. These calipers, made from billet aluminium, provide significantly increased pad area and seem less susceptible to squeal than the standard set up. They are supplied complete with pads. They are a straight replacement for the standard calipers however sometimes when fitting replacements it is necessary to shim them in order to centralise the caliper with the brake disc. I have had some shims manufactured and can supply these if required. See price list.

I didn't get these manifolds made simply to improve performance (though they do) or to improve the exhaust note (they do that too) but chiefly because the cast manifolds are in short supply. The saloon exhaust, which are plentifuI, exit to the rear of the engine rendering them unsuitable for the Dart whose exhausts exit in the middle of the block on both sides. I have them on my own SP250 and can confirm that they look great and perform very well indeed. I can also supply this as a complete, large bore stainless steel exhaust. See price list.

It's inconceivable nowadays that you would develop a car without sun visors but that is exactly what Daimler did. However a quick raid of the AC parts bin provides an attractive and functional alternative to driving with your hand in front of your eyes! These fit the windscreen frame and can be fitted without having to drill any holes or alter the frame in any way. They can be used with both soft and hard tops and are available in blue, red, green and grey. See price list.

UK made especially for us, the only difference between this tank and factory one is that it is made from aluminium which won't corrode and is ethanol proof. I commissioned this tank because I found that many replacements were of very poor quality and in some cases, simply didn't fit! Your existing sender unit, fuel filler cap and petrol reserve fittings drop straight in making this tank straightforward to install. See prices

When the SP250 was launched you could say that the steering, clutch and brake efforts all harmonised. Heavy perhaps, but harmonised. Whilst many owners consider the braking effort to be satisfactory without servo assistance, I have found there is a considerable demand for servo assistance. I mount the servo between the radiator and the grille, so that it is out of sight and does not obstruct what is a pretty full engine bay. It is bolted to the right hand side of the radiator mounting bulkhead where it does not impede air flow through the radiator. The vacuum feed is taken off the rear of the inlet manifold using Daimler V8 Saloon components.
This upgrade combines well with rack & pinion steering and the diaphragm clutch in order to harmonise control efforts at a lower level. It is also well suited for use with either 3 or 4 pot front calipers.