Background

The final refinement of the cars based on Claude Hill’s design and the Lagonda six cylinder twin overhead cam shaft engine, is the DB Mark III. Launched in March 1957 at the Geneva Motor Show, it was available for export only until the London Motor Show in October of the same year. The model remained in production for about nine months after the DB4 was introduced. Of the 550 (approximately) cars produced over two thirds were exported to the U.S.A.

The chassis specification was very similar to the DB2/4 MkII. An option of Girling front disc brakes was available from the start of production but became a standard fitting after the first 100 cars were produced. Tadek Marek, the gifted engineer who had recently joined Aston Martin and would go on to design the next generation 6 cylinder engines and then the V8, virtually re-designed the 3.0 litre engine. This included a new block (with top seating Liners), a stiffer crankcase, a new crankshaft, oil pump and timing chain. Performance was equally improved by re-designing the induction and exhaust manifolds, whilst the ports are based on the DB3S engine, with larger valves and high lift cam shafts. The majority of cars were fitted with the DBA engine which was claimed to produce 162 b.h.p. at 5500 r.p.m., breathing though twin SU carburettors.

In appearance the Mark III can be distinguished from the MkII at the front by the elegant shaped radiator opening adopted from the DB3S and consequently compound curves of the front of the bonnet, which can be traced on all subsequent models including the V8. And from the rear by the cathedral rear lights which give the car a much cleaner appearance. Opening rear quarter light windows are also fitted. Internally, the facia and instrument panel are completely different, the latter remaining in use up to the DB6 MkII. The standard transmission remained the same as the MkII, with overdrive as an option.

The Mark III is nearly 9” longer than the DB2 and weighs about 350 lb more, which is an increase of about 15%. However, more than 50% more power is available from the standard DBA, compared to the original LB6B engine. It was described by The Autocar (October 4th 1957), who recorded: 9.3 sec 0-60 M.P.H., 31.0 sec 0-100 M.P.H., 17.4 sec over a standing quarter mile and a maximum speed of 120 m.p.h.

Vehicle History: The car was built 17.4.59 and shipped 16.4.60. Body number TS 547 (most all alloy parts are stamped with this number). It has a DBD three carburettor engine with electric overdrive, twin exhausts, and a 4.09:1 diff ratio. Disk brake front. The interior was Connolly VM I.C.I. M037. The original British Registration ( which the car retains) was 126 KPA. The car was Works Serviced until 3.3.65 and 35, 143 miles.

It was originally purchased by R.S. Jacobs, Golders Green, London. This is apparently the same "Dickie" Jacobs who was a noted MG amateur racer in the era. It was subsequently owned by a Mr. J. V. Shankey and in 1988 was owned by David Holland in Chelmsford, who was then an official of the A.M.O.C. In fact, David Holland owned three Feltham Astons: this saloon, a drophead, and and one of the few fixed-heads (one of five, I believe). Holland's three cars are pictured in the Registry 1990-1995, I believe under the MK III section. The car has appeared in several films about Aston Martin, on the covers of several books, and so forth, was a team car on the Winning Grand Prix Concours British team in the 1980's, and winner of the Wyer Trophy. Since I purchased it, it has won numerous Concours awards in the USA, competed in rallys and races, including the Glenwood Rally (put on by a UA chapter of the UK MG Club), lap racing at Las Vegas International Raceway, two Open Road Races, and a special run at Bonneville Salt Flats in which the car retired a long standing British 3 liter record.

The adventures of winning the Open Road Races ( over 90 miles of closed roads) was described in the Spring, 1999 A.M.O.C. Magazine in the article, "Eating Time". There is also a speed certificate from the organisers of the Open Road Race certifying to a speed on course of 116 mph. There are numerous magazine photographs of this race showing the Aston at the Start line and at the finish line. A photograph of the car at Bonneville hangs in the Barn at A.M.O.C. Headquarters. Only two Aston Martins ever competed at Bonneville. A DB4-GT once in 1959 (the owner got a letter from John Wyer saying he had voided his Warrantee), and this Mk III in 1998, the Fiftieth Anniversary of Bonneville Racing. In addition, the entry at the Bonneville Salt Flats was covered extensively by National Public Radio (USA) and was the subject of an article in the A.M.O.C. American magazine, The VANTAGE POINT. In 1999, the car was dismantled for a nut and bolt level professional restoration. Connolly produced a perfect set of leather from the old dye lots in 1999 (i.e. VM 3323 Cream) at considerable expense, Boyd Riven produced new headliner material that exactly matched the old, the car was taken to bare metal, all aluminium that was corroded was replaced, the bonnet was repaired at its hinges, all panels realigned, and a top show quality Peony paint job was undertaken at an expense exceeding £15,000 in those seven year ago prices.

All suspension pieces available from Andy Hodge were put on the car--four uprated hubs, uprated front anti-roll bar, uprated rear suspension bushs and trailing link pivot forgings. Rear brakes were uprated with Hawk and Carbo-Tec products and the front pads are Carbo-Tec. The entire front suspension was rebuilt, re-machined, and refurbished, the steering box was thoroughly rebuilt by Aston Dorset, the transmission was rebuilt with all new parts accumulated over a decade, the clutch was uprated to a DB-5 diaphram clutch, everything that moved or rotated in the car has been balanced. The shocks have been bored, re-sized, sleved, micro lapped valves, and rebuilt with a view toward open road racing. They are firm without being in the least objectionable. Suitable corners have been taken in excess of 123 mph in Open Road race competition on public roads. The engine has had numerous attentions: J&E special forged pistons at 9.75:1 compression, Cunningham forged special rods, crankshaft modified to suit and Cryogenically soaked. The old cylinder head was rebuilt by cast iron experts so that every hole and cavity in the old casting was rebuilt to new and the combustion chambers remachined to original specifications. Valve stems have been narrowed to modern valves and the ports have been altered to take advantage of the smaller valve stems. The engine (perhaps optimistically) was rated at 202 hp (SAE)  by the Works in 1959 and now probably produces around 210-220 hp, depending on whether the DB3S special cams are used or the Crower Engineering cams produced in 1998 for the Bonneville run are used. Factory original cams (The Works last iteration of the Mk III cams, from the Roy Salvadori road test Mk III) are also available. These are variations of the 55768 Mk III DBD cams and are slightly more powerful, and interesting historically.

Although much of the work was undertaken by Kevin Kay Restorations in Redding, California, it is not a "California Restoration". It is not over-polished, over chromed, or over done. Rather, it is more like what a new one would have been like if the Factory had been able to take a bit more time with it. It is original right down to an original Lucas distributor cap new out of the box (not a Holden Reproduction).