Background

The need to close the performance gap to their competitors guided the priorities of a newcomer to Aston Martin, Von Eberhorst returned to Auto Union in 1953 and his place was taken by Polish engineer Tadek Marek from Austin. Marek’s immediate focus was a redesign of the 2.9 litre engine starting with the stiffening of both the crankcase and the crankshaft. He changed the design of the cylinder liners, changing to top seating process with O-rings providing the seal at the bottom. Revisions to the cylinder head and manifolds and higher lift camshafts accommodated increased power while the water pump went from chain to belt drive. Manual timing chain adjustment overcame existing problems and a new oil pump avoided the wear issues on the old design. The flywheel was lightened and, for the first time, the clutch is a self-adjusting hydraulic design.

The power impact on these changes was the production of 162 bhp at 5500 rpm while adding twin exhausts pushed this up further to 178 bhp. To counter this performance increase, Alfin rear drums were supplemented by front disc brakes, (an option on the first 100 cars). A sporting orientation came with a key styling change, the introduction of the radiator grille of the DB3S – destined to influence the look of Aston Martins for many years to come. The chrome strip above the windscreen disappeared, the bonnet lowered to accommodate the new grille and opening rear quarter lights aided ventilation. The famous “refrigerator” door handles that had been in place since the DB2 were replaced and, as another pointer to the future, the instrument panel changed with the dials clustered around the steering column. By the time the car was launched in London, the pricing turned out to be exactly that of the pre-price drop DB2/4 Mark II’s, the disc brakes had become a standard fitment and the option of a Laycock overdrive unit was introduced. Bolting onto the back of the gearbox and only operating in top gear, this option helped Aston Martin sell their entire 1958 allocation of stock by the end of the Show.

During 1958 further engine modifications were derived from the ongoing race programme in addition to the standard DBA engine with its optional twin exhausts, the new DBB series was announced with triple Weber carburettors and a higher compression ratio and modified camshafts. In conjunction with the twin exhausts that were standard on the DBB, the option added just £70 to the cost of the car and increased the power to 195 bhp. However, only round 10 cars had the DBB engine and another configuration, the DBD with SU carburettors with 180 bhp was fitted to a total of 47 cars. Late in 1958, the Aston Martin DB4 was announced and the public focus began to swing away from the DB Mark III but not before more modifications could be added. First came a Baldwin hydraulic booster in the braking system to counter a long term media criticism of pedal pressures for braking. Then early in 1959 came an introduction that perhaps signalled a major change in the market place as the new Borg Warner automatic transmission marked a final transition of the DB2 from a circuit bred racer to a luxury express and, notwithstanding the public awareness of the forthcoming DB4, production continued to July 1959. That production reflected a demand that continued because of the car’s competitiveness in the market place.

In a road test, Roy Salvadori concluded that “the gradual elimination of small faults over the years has resulted in a sports car that fulfils its purpose to perfection. This had been reflected in sales of the Mark III, which totalled 551 units from launch.

Vehicle History: Owned by AMOC owner W A Dunning, this car was brokered by Byron International on behalf of Mr Dunning’s estate.