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 sine 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

Aston Martin records show that Mark lll's were not exported to France until May of 1957, however, a copy of the original build sheet for this car shows that the car was delivered to the main Aston Martin dealer in Paris, Garage Mirabeau. The guarantee for the car was issued 7 days later on 12th April when the car was delivered to its first owner, M Firino-Martell of Cognac. Originally, the Jersey born Mr. Martell had set up a distillery in Cognac in 1715 and the ownership the Martell brand stayed with the Martell and then Firino-Martell families through to the early part of this century.

As well as a vested interest in the drinks business, M. Firino-Martell had a reputation in motor sport- he was associated with the development of the Magny Cours race circuit and the specification of the car reflected his sporting ambition. Originally it was specified with a twin exhaust system and triple Weber carburetors and front disc brakes, the provision of Webers by the factory to a Mark III being exceptionally rare.

The service continuation of the build sheet notes that in September, a DBB engine cylinder head assembly (Weber Carburetor camshafts) were dispatched to Mr Blondeau. Aston Martin enthusiasts will recognise this as the ebullient French Distributor for Aston Martin who, just a year later, on seeing the DB4 at the Paris Salon, said to David Brown "This is not a car, it is a folly, but I can sell as many as you can supply!"

With an odometer reading noted as 16,423km, the factory build sheet notes that on 2nd November 1957 the axle and speedo were changed, but, more significantly, the engine was removed from the car and handed to the Racing Department with the words "Instruction for other work to follow." The factory records then show that in August 1958, the engine was changed and the same number used.

In confirmation of this racing pedigree of the engine, there is an email in the file from Four Ashes that reads: "when Paul rebuilt the engine, he found that it wasn't a standard engine and that none of the sizes were as per the workshop manual. I expect you were aware of this. According to the workshop build sheet, the car went back to Aston in 1958 and had a race engine fitted. Hence the Triple 40 Webers."

Very much aware of this, from experience I reckoned the cam timing inlet should be .100 to .110" open at TDC, exhaust .080-.090" open at TDC so I sent the details off to a firend who could check them on his computer. He confirmed that the timing should be .108" @ TDC inlet for road use (.117" for occasional race use) & .084" at TDC exhaust road or race.

The valve sizes are Road DB3s. the clearances, in view of the cam design being in a non computer age, should be .009 inlet & .010" ex as this lessens the likelihood of valve spring breakages on the sharp accelerations featured on these cams. By the way, I knew that the 79002 inlet cam fitted to your car had been designed, this is the first one I have seen, in fact very few other people have seen them. Very rare indeed."

So the early history of this car has a certain aristocratic pedigree within its ownership and an association with motorsport that carried on with another Firino-Martell, born in 1968, competing in single seaters in the early 90's. Originally supplied in Lugano Blue with Grey Connolly upholstery, Byron International first came across the car when it was in White with Red/Black trim and when it was acquired by the current owner who commissioned Aston Martin Specialists, Four Ashes Garage, to restore the car to a condition that was reflective of its outstanding pedigree.

A full 8 page account of that restoration is available to any prospective buyer, but the highlights can be summarised as follows:

BODY STRIPPING, PREPARATION, REPAIR, PREP & PAINT:

All trim, upholstery and fixings removed from body as well as bonnet, tailgate and doors. All paint removed with heat gun and scraper no chemical paint remover used to avoid any contamination of repainted car. All areas of rust stripped and treated, door shuts, sills, wheel arches etc, address leading edge of bonnet and corrosion to hinge feet. Make new feet with stainless steel facings to aluminium. Use a light skim of filler where necessary to even out slight indentations of blemishes and etch prime all metalwork. Final preparation of all areas and stone chip inside arches, paint inner panels and arches with Silver Birch paint. Make up new wood panels to pattern, where wood fits to metal, seal with Sikaflex sealant. Make up new door and other trim panels to pattern. Repair and strengthen door top finishing bars ready for new leather. Finish paint and varnish body.

CHROMEWORK, LAMPS, LIGHTS, ETC.

Strip all chrome work, replate and replace with new screws/fixings. Replace Marchal lights.

HEADLINING, TRIM LEATHER WORK & CARPETS

Refit headlining and all trim panels. Send seats to specialist trimmer for repacking and replacing all leather. Reseal windows with new seals and rectify all faults with window winders. Replace wiring harness for lights, replace number plate lights and number plates. Replace fuel pick up pipes etc, reassemble fuel reserve unit with new solenoid, refit to tank with new wiring loom. Replace battery and battery master and check all wiring and operation of all electrical items, fit glove box light as original.

GEARBOX

Strip gearbox, wash out casing, fit support housing for lay shaft. Replace lay gear rollers and build up onto shaft. Strip and clean synchro bearings replacing springs, replace front and rear gearbox bearings, replace 2nd & 3rd gears, with new seals front and rear. Strip top gear selector housing and rebuild using modified rod sealing system and detent balls. Fill with oil, replace the clutch slave cylinder, bleed clutch and adjust pushrod.

REAR AXLE

Remove propshaft, remove rear axle flange, replace leather oil seal and gasket. Fit oil seal repair kit to flange, reassemble and torque to 130lbs, refit propshaft and refill with EP90 GL5.

BRAKES

Remove rear drum and inspect brakes, make sure that wheel cylinders slide correctly, refit drums and adjust front brake operation.

SHOCK ABSORBER LINKS

Remove N/S rear shock link, alter packing washer and refit.

CYLINDER HEAD & ENGINE

Remove radiator and distributor and send for specialist reconditioning, remove sump, clean and renovate with replacement bolts and refit with silicon seal. Remove cylinder head and strip, replace cam followers, loosely push in valves, then tip until rough clearances made. Grind valve seats on inlet ports, wash head in parts washer and replace bungs in end of cams after cleaning thoroughly with a rifle brush. Strip cams and followers from head and carry out correct assembly of head using new style cam sealing rings. Check valve clearances, fully finish head and coat with cam lube. Fit NGK BP6ES spark plugs and carry out computer checks on timing- these are half race cams. Clean and lubricate starter.

Fit new head gasket, refit head and torque to 65lbs ft. Time up cams, connect timing chains and recheck. Adjust chain tensions, strip and clean carbs, check float heights, refit carbs and manifolds. Replace trumpets and air filters, refit radiator and distributor. Fill with water run up engine, set dwell angle, set ignition timing and carb balance.

SUNDRY ITEMS

Fit rectangular leather section to ashtray and fit new AM badge. Replace 4 road wheels with new 16" DB4 silver painted wheels and balance. Fit new wood rim steering wheel. Design & fit removable tow eye bracket and put eye in glove box. Supply copper hammer and fit under bonnet.

Summary

There can be few cars, if any, more evocative of English automotive engineering and quality at its zenith than an Aston Martin from the nineteen fifties. The DB Mark III represents the epitome of this achievement, benefiting from almost a decade of the development evolving from its embryo, the DB2 introduced in 1949. Probably no other English marque can demonstrate such a direct link between the experience gained from its racing activities and the development of its production cars, which in the case of Aston Martin culminated in winning the World Sports Car Championship in 1959.

AM300/3/1310 is believed to be one of the finest examples available. The combination of its superb condition, documented ownership, specification, and association with the factory Racing Department make it a highly sought-after acquisition for any serious collector or enthusiast. Typical of many Feltham Astons, this is a true enthusiast's car purchased originally by an enthusiast who shared Aston Martin's enthusiasm for motorsport and whose choice of specification reflected this. Now restored meticulously to its former glory by one of the world's leading Feltham specialists, this exceptional Mark III qualifies for the best motoring events such as the Goodwood Revival, Tour Auto, and the Mille Miglia, or to grace any serious collection.

As an original left hand drive car it provides a wonderful opportunity for a new owner as enthusiastic about a classic performance car as its original owner.