1929 Aston Martin LM3 – The First Lightweight

Like many of the established marques in motoring and motor racing Aston Martin has had many ups and downs throughout its time, any one of which could have easily put it out of business. This is especially so from its earliest days. What is fascinating is the course of history, or chain of events, that put the right people in the right places at the right times to save such situations. How Aston Martin and  Bert  Bertelli became entwined is a truly interesting example.
Who was  Bert  Bertelli?

The Aston Martin LM3 may appear to be somewhat delicate and fragile, but it proved be be quite durable as a competition car.Photo: Kary Jiggle
The Aston Martin LM3 may appear to be somewhat delicate and fragile, but it proved be be quite durable as a competition car.

Photo: Kary Jiggle

Some 30 years or so before Bamford & Martin made their first car, one of Aston Martin s saviors was moving into position although at just four years old the young  Gus  Bertelli, as his family referred to him,  Bert  being a name given by his racing friends was completely unaware. The Bertelli family of Genoa, Italy, were becoming tired and agitated with the political landscape of their country, which was then in the hands of the Socialists. This left Italy open to corruption and instability. Bertelli s uncle was very anti-religious and used to rant on the steps of Turin Cathedral. He was effectively told to stop, or leave the country. Given these reasons they felt the only thing to do was to emigrate. Their destination was planned to be the relatively  new world  of North America for a fresh start. The USA seemed to offer them greater opportunities, stability and a place where the family could fulfil their dreams. However, due to a storm in the Bay of Biscay, the family didn t complete their journey, docking instead in Cardiff, Wales, many miles short of their intended destination. Not wishing to continue in the inclement weather, along with several other families they set up home in the place they d docked. The young Domenico Augustus Cesare Bertelli (who later dropped his first name) flourished in his new surroundings. He loved the arts and was a keen sportsman playing rugby for the Cardiff XV in later life. His ambition was to become a marine engineer given Cardiff s strong history of dockyards and ships although, it must be stressed, its importance was waning by the time Bertelli left school. His first employment was at the old Dowlais Ironworks, now in the hands of Guest, Keen and Nettlefolds (GKN) of Merthyr Tydfil, as an apprentice engineer his mind already swayed from ships to motor cars as he could see a bright future for this burgeoning industry.

The simple and elegant design of the LM3 was very much state of the art in its day, some eight decades ago. Note, 14-inch brake drums that almost match the diameter of the wheels.Photo: Kary Jiggle
The simple and elegant design of the LM3 was very much state of the art in its day, some eight decades ago. Note, 14-inch brake drums that almost match the diameter of the wheels.

Photo: Kary Jiggle

Upon completion of his apprenticeship, Bertelli, curious about his roots, returned to his native Italy and took employment in the experimental department of Fiat, in Turin. He worked under the guidance of Felice Nazzaro, an accomplished Italian racing driver who, in 1907, had won the Kaiserpreis, Targa Florio and French GP. He became a riding mechanic for the Italian ace, indeed winning the Targa Bologna in 1908. Racing was now in his blood. Nazzaro competed in the 1908 American Grand Prize held at Savannah, Georgia, but it s not known if Bertelli accompanied him. With competition deep in his heart, Bertelli returned to Wales after just 12 months away.

Given that the current 1.5-liter, four-cylinder, overhead-cam engine features the 1932 specification with an uprated cylinder head, it breathes better than the original. Photo: Kary Jiggle
Given that the current 1.5-liter, four-cylinder, overhead-cam engine features the 1932 specification with an uprated cylinder head, it breathes better than the original. Photo: Kary Jiggle

By 1914, Bertelli s need for speed led him to buying a 30/98 Vauxhall and competing in local speed trials, where he won his class at an event in Porthcawl, some 30 miles away from his home. With the outbreak of war, all UK industry obviously found itself supporting the effort. During the war years, Bertelli worked in the aviation industry and became involved with the design of a rotary engine for Grahame-White Aviation, in Hendon. This wartime experience led him to being invited to visit, and ultimately become employed by, Enfield & Allday Motor Limited, in Sparkbrook, Birmingham, England. His job was to oversee their new 5-cylinder radial engine. He reported the concept as a disaster and undertook the redesign of a new car, the 10/20hp Enfield Allday. There was a family connection in the design of this new car elder brother  Harry  Enrico Bertelli, who had been apprenticed by James Howell coachbuilders of Cardiff, provided the bodywork. The car was one of the first small chassis vehicles to be completely enclosed. Bertelli believed strongly in the adage  Racing improves the breed  and was to be seen racing one of his creations at the JCC 200 at Brooklands he finished 6th. This success spurred him on for more competition with the car, with further good results achieved at Brooklands and the Isle of Man.

Polished wooden dashboard adds a touch of flair to this competition car's "all-business" cockpit. Photo: Kary Jiggle
Polished wooden dashboard adds a touch of flair to this competition car’s “all-business” cockpit. Photo: Kary Jiggle

All this competition led to meeting some of the stars of the track, of that era, including Capt. J. Douglas, who raced for Aston Martin, and Woolf Barnato, who indeed had raced one of the Enfield-Alldays. Barnato was pleased with the design and saw something of an opportunity with Bertelli, as Enfield-Allday was on the brink of financial crisis. He made an offer to  Bert  Bertelli, as he had become known, which would mean moving into an apartment in Barnato s mansion in Surrey, setting up his own company and producing cars. Bert agreed, and three were made bearing the Bertelli name; these were unsuccessfully raced by Messrs. Barnato, Douglas and Bertelli at the Brooklands 200. This should have been the start of a project to build on, but when a Socialist government in the form of the Labour Party was elected in England, Barnato left the country for the USA. This left the hapless Bertelli with virtually nothing, but by that time the Bertelli name was one to be reckoned with as he d built up an enviable reputation in the engineering world. Invitations came in from a number of reputable companies offering him employment. It was a chance meeting with Lt. William Renwick, a young, gifted engineer officer of the Royal Flying Corps, which preceded his next move. The two minds came together and formed Renwick & Bertelli Limited, in 1924, where they were to produce engines. They also produced just one Renwick Bertelli car, simply known as the  Buzzbox.  Very shortly after this, their world changed again as another opportunity beckoned. We ll leave the story here for a moment to look at Bamford & Martin.

Bamford & Martin, a brief early history

LM3 enjoyed its track debut in the hands of Bertelli and Bezzant during a testing session prior to the Double Twelve Hours at Brooklands in 1929.<br />Photo: AMHT Archive
LM3 enjoyed its track debut in the hands of Bertelli and Bezzant during a testing session prior to the Double Twelve Hours at Brooklands in 1929.
Photo: AMHT Archive

Robert Bamford and Lionel Martin formed the company responsible for the first Aston Martin in 1913, just months before the outbreak of World War I, so naturally, company growth was stunted through those times of conflict. However, just after the world returned to normal, in 1918, Bamford & Martin were back forging a good name in the sport with their Aston Martin racing cars. A financial crisis was to hit them, which was mainly caused by the foundry moulders  strike from September 1919 through to January 1920. This strike not only affected Bamford & Martin, but many other industries reliant upon steel. Around one million people were out of work in the engineering and shipbuilding business at that time. Just a few months later, Robert Bamford had seemingly lost his appetite for producing cars and walked away. Bamford s half share and directorship was taken up by Kate Martin, Lionel s wife apparently a very dominant woman who had taken a great interest in the production of Aston Martin cars. It s amazing that a company still at this delicate, embryonic stage could continue, but with her investment it did.

With the uncertainties of previous years, the emergence of other marques and outside opportunities on offer, some of the Bamford & Martin workers and drivers moved to pastures new. This new financial uncertainty sent the Martins reluctantly looking to new investors. These would obviously want some sort of control. Help eventually came from the Charnwood family, around mid-1924. Lady Dorothea Mary Roby Charnwood, not only invested in the company, but also took control. She set up a new board, which included both Lionel and Katherine Martin as minor shareholders and included Lady Charnwood s son, the Hon. John Roby Benson, who had recently been taken on as an employee. Benson now found himself elevated within the ranks, and while at first sneered at by fellow workers, he was later wholly embraced by them. With this new structure in place, the future of Aston Martin looked in fair shape as 1925 beckoned.

HereÕs Bertelli lining up the Aston Martin LM3 (#40) prior to the 1929 Irish Grand Prix at Phoenix Park.Photo: AMHT Archive
Here’s Bertelli lining up the Aston Martin LM3 (#40) prior to the 1929 Irish Grand Prix at Phoenix Park.
Photo: AMHT Archive

It was on March 28, 1925, when things outside Aston Martin s hands sent the company back into financial crisis and ultimately receivership. A young Cambridge undergraduate, Francis Giveen, who had purchased the Bugatti Brescia  Cordon Bleu  from Raymond Mays, was competing at a hillclimb event at Kop Hill, Buckinghamshire. It could be said he was a rather wild and erratic character and driver who had indeed put the car into a ditch while testing it at Toft Hill, near May s home at Bourne, Lincolnshire. On his run up Kop Hill he clocked a time of 31.2 seconds, but in the process veered off the track and struck a spectator. While it would appear the spectator himself was partially to blame, ignoring warnings from marshals, the meeting was stopped immediately. Just a week later, the Royal Automobile Club refused to grant further permits, on a national basis, for hill-climbs and speed trials a ruling that now, some 90 years later, is just being reconsidered. This was a hammer blow for Bamford & Martin, whose customer base was reliant on these meetings. This, together with other issues, put them into financial turmoil. The Martins and Charnwoods fell out, and the relationship seriously broke down. It all became a messy affair aired in public, which served no good purpose to either party.
Renwick & Bertelli Ltd

Oops! An off-course excursion (far left) in the second, Eireann Cup, race of the 1929 Irish Grand Prix delayed Bertelli and cost him a good overall placing.Photo: LAT
Oops! An off-course excursion (far left) in the second, Eireann Cup, race of the 1929 Irish Grand Prix delayed Bertelli and cost him a good overall placing.
Photo: LAT

It was, therefore, in 1926 when the stage was set for Renwick & Bertelli Limited to look at taking over production of Aston Martin cars. During the period of receivership, many others had thrown their hats into the ring as being interested in Aston Martin, including Vauxhall Motors, French car manufacturer Donnet-Zedel and, of course, the ultimately successful Augustus  Bert  Bertelli of Renwick & Bertelli Ltd. At this time, the major shareholders were Rt. Hon. Godfrey Rathbone, Baron Charnwood (author of biographies of Abraham Lincoln and Theodore Roosevelt) and Renwick & Bertelli Ltd; the board of Directors included, Lord Charnwood, William Renwick,  Bert  Bertelli and the Rt. Hon John Roby Benson. The new Aston Martin business was run out of the workshops at Victoria Road, Feltham, which also included Harry Bertelli s coachworks.

It is known that Renwick and Benson regularly had heated discussions on design principles and practices, which Bert had to stand firm on and sort out, but their young draftsman (who was later to become their designer), Claude Hill, was often caught between the pair of them. The first order of business was to get new cars built as soon as possible and ready to exhibit at the 1927 Olympia Motor Show, a  T  type long chassis tourer and a saloon car plus a  mock up  of what was to become the  Sports Model.  The tourer and saloon car were sold soon after the show, but the mock up was dismantled. These cars were much heavier than the original Bamford & Martin cars, but this was much more due to haste in production than any particular design change.

The LM cars

As previously mentioned, Bert Bertelli s mantra was  Racing improves the breed.  And so it was to be for the new Aston Martin cars. The blue ribbon event was the 24 Hours of Le Mans at La Sarthe, a race to prove endurance and an opportunity to put the Aston Martin name at the forefront of Continental motorsport. Two works cars were prepared, LM1 and LM2. The prefix LM was used to denote the 1Ω liter  works  cars built between 1928 and 1935 (there were 23 works cars that bore the LM prefix, although they included LM22 and LM23, two 2-liter Speed Models not raced by the works due to the cancellation of the 1936 24 Hours of Le Mans). A third car was planned, but not completed due to lack of time. Drivers to be entered for the Le Mans 24 Hours were Bert Bertelli and G. E. T. Eyston in one car and Aston s Chief Mechanic, Jack Bezzant, and Cyril Paul, a regular Brooklands racer, in the other. This was just the second appearance for Aston Martin at the prestigious race. The now famous Aston Martin  Bunny  had previously challenged the might of Europe there in 1922.

Bert Bertelli and the LM3 during pratice for the 1930 Irish Grand Prix, at Phoenix Park. Photo: AMHT Archive
Bert Bertelli and the LM3 during pratice for the 1930 Irish Grand Prix, at Phoenix Park.
Photo: AMHT Archive

Unfortunately, disaster was to strike a few miles from the circuit. Bezzant s car hit a problem when an aluminum axle sleeve broke on the undulating roads. There was fear that the sister car would suffer the same fate and Bert had serious thoughts of returning to the UK without racing. Help came via the Morris-Leon BollÈe factory situated a few miles from Le Mans. Both cars had the axles rebuilt to a much stronger standard, which could contend with the uneven road surface. In the race, the cars now fitted with steel axle sleeves fared reasonably well, averaging some 60 mph. Bertelli s car retired with a damaged axle, on lap 30, after swerving onto the grass to avoid another competitor. The sister car also retired, after 18 hours, when the gear lever broke. They did, however, win the Rudge-Whitworth Prize of 1,000 French Francs for being the fastest 1Ω-liter cars in the first 20 laps. This first venture of Continental racing went down well with the new Feltham team, and gave encouragement for further forays across the English Channel in the not too distant future.

Bertelli and the team learned much from this racing experience. It is worth pointing out, at this stage, that Bert was almost unique, being one of the few motor manufacturers who actually raced his own cars, and therefore was well placed to modify his designs. Work was now urgently needed to look at righting many of the wrongs, in both design and construction. Some of the changes included  beefing up  the rear axle sleeves, simplifying the braking system, giving more strength to the foot pedal support, and many other minor modifications, including the use of Autopulse fuel pumps instead of the dash-mounted Autovac system, and the use of SU carburetors.

For the 1930 Irish GP, the pairing of Bertelli/Auburn shared the cockpit of LM3.
Photo: AMHT Archive

LM3

Our profile car fully embraced the modifications and design re-thinks following the Le Mans experience, as well as many more miles of further road testing. It was the only team car built in 1929 and, as a pure racer, it was produced much lighter than previous models with many parts lightened including stub axles, hubs, rear axle brackets and bulkhead. Many parts were produced in aluminum rather than the normal bronze in fact, light alloy components were used wherever possible, including the carburetors. It had a full lightweight racing body, with no doors. The fenders are simple, cycle pattern without valances. It is a most significant car, historically speaking, as it heralded the new  Sports Model  lightweight racing design, a forerunner of the  International  built at the end of 1929.

LM3 was also fully tested in period by the English motoring press, and is well documented in many publications. While bearing the  LM  works prefix, it has to be said that it did not race in period at Le Mans. It was, however, raced in 1929 with a track debut at the Double Twelve Hour meeting at Brooklands with Bert Bertelli and Bezzant sharing driving duties, finishing a creditable 5th. At the Irish GP, Phoenix Park, Ireland, the same drivers finished 9th. Again in Ireland, at the RAC Tourist Trophy, Bezzant raced but did not finish. Under the works banner, the car competed in the 1930 Double Twelve, at Brooklands, with Bertelli and Gunter, though mechanical problems resulted in a non-finish, and again at the Irish GP Phoenix Park where Bertelli and Auburn finished 12th. The works then sold the car to Peter Farquharson, who raced it at the 1932 LCC International Relay Race at Brooklands and other such races. St. John Horsfall was the next owner, it was his first Aston Martin racing car. In 1935, he entered it in a five-lap handicap race at Donington Park, where the car took the victor s laurels.

Bert Bertelli (driver) and Philippe Auburn at Phoenix Park, in 1930.Photo: Bill Bertelli Archive
Bert Bertelli (driver) and Philippe Auburn at Phoenix Park, in 1930.
Photo: Bill Bertelli Archive

Financial constraints at Aston Martin were such that only limited racing was possible, enough to keep the company name in the public eye. Competing at Le Mans in 1929 was, therefore, out of the question, purely due to the expense. Much more important was the sale of other cars built at the works, where, in 1929, just 12 vehicles were manufactured. It has to be remembered that these cars were all hand-built, with many in-house components, a very labor-intensive operation, therefore expensive to purchase. Using few  bought in  components allowed them to be in complete control of both manufacture and availability. Aston Martin, unlike others, was seemingly unaffected by the vagaries of the motor industry as a whole. Every engine produced by Aston Martin was built, dyno tested, stripped to check for any problems and rebuilt prior to being fitted to the car. Similarly, worm-and-wheel-type rear axles were built by one man (Bertelli s former foreman at the GKN steelworks) and dyno tested on a special rig. The whole thing was again stripped to check for any wear, or defects, prior to being rebuilt. While Aston Martin cars were expensive, under the stewardship of Bert Bertelli they were  built twice  simply exacting manufacture.

Getting ready for the 1932 LCC International Relay Race at Brooklands, where Peter Farquharson tackled the famous banking in LM3 (#30).Photo: The Autocar
Getting ready for the 1932 LCC International Relay Race at Brooklands, where Peter Farquharson tackled the famous banking in LM3 (#30).
Photo: The Autocar

Driving LM3

LM3 holds a few idiosyncrasies; from cold it s not just a matter of turning the key and off you go. Like most racing cars there is a preparation schedule required prior to taking to the track. This preparation sequence begins at the home garage. Cars of this period were driven to the track prior to competition in true  Pomeroy  style. The first operation in the starting procedure is the flooding of the carburetors. The hand throttle is moved to the fully open position. As there is no choke on the car, one reaches to the starter button with one hand and covers one of the carburetors with the other. As the starter is pressed, the 1500-cc engine bursts into life almost immediately. Once started, there is no need to repeat this starting method on an already warmed up car, or if the car had been standing for just one day. For racing, one may consider changing the spark plugs, but it is entirely possible to race on road-going plugs very successfully. While the car is quite fragile in appearance, it has been known to reach 100 mph, although the engine has been upgraded from the original by use of an uprated cylinder head to 1932 Le Mans specification, which adds to the original output of some 75-bhp. Essentially, the engine now breathes better than it did when first built.

An interesting feature of these LM cars is the use of a worm-drive back axle, this helps to lower the driveshaft and offers the better center of gravity necessary for stability. It was one of those design concepts that Aston Martin later came to regret, as quite a few of them, after a few years of use, failed. Servicing or repair to these axles required the removal of the body of the car, a most costly operation in period and not worthwhile. This led to failures, especially in the 1960s and 1970s, and earned the car an unwarranted bad reputation. However, today s owners happily absorb the cost due to the current value of such vehicles.

During the 1930 Irish Grand Prix, Bertelli (#38) chases George EystonÕs Alfa Romeo out of Gough Corner.Photo: AMHT Archive
During the 1930 Irish Grand Prix, Bertelli (#38) chases George Eyston’s Alfa Romeo out of Gough Corner.
Photo: AMHT Archive

Prior to racing the car, replacing the 21-inch road wheels and tires for 19-inch racing wheels fitted with five-stud Dunlop tires is important, but again, as with racing spark plugs, not always necessary. Of course, if the tires are changed the fenders have to be changed too, to the Ulster style fenders that can accommodate the extra width of the racing tires. It s a very quick methodical process with a minimum of fuss, just a set of six bolts secured to relevant back plates.

Climbing into the car and getting comfortable in the seat, it has to be remembered that the pedals are set in the clutch accelerator brake format. While difficult to get used to, having driven more modern cars, it does make it very easy for heel and toe operation ideal for precise gear changing, braking and acceleration. The steering wheel feels very positive and direct; lock-to-lock movement can be achieved without necessitating taking your hands off the wheel.

Driving the car away in first gear, in race conditions, you are immediately aware of both the engine and gearbox noise, as each begins to scream as you take it up to 5,000 rpm, before changing straight into second, without the need to double-declutch. Again, check the rev counter as the engine and particularly the gearbox again scream until 5,000 rpm is reached. The gearbox is delightful, and being a team car, third is a high gear to give an advantage when exiting corners. Third gear is maintained until around 5,000 rpm then it s into fourth direct drive from the engine is now engaged, noticeable in the lack of gearbox noise but it s again imperative to keep your foot flat to maintain high revs. It s only at these high revs that the maximum power can be extracted from the engine. In a sense, you seem to be caning the engine, but that is exactly what this little 1Ω-liter power unit was built for. In top gear, at maximum revs you will be travelling at around 100 mph. Changing down the gears is a slightly different procedure. Taking a corner, from top gear you brake hard with your right toe then, depressing the clutch with your left foot, engage neutral. Now, with your foot off the clutch, blip the throttle with your right heel, then depress the clutch again and select third gear. With practice, using all three pedals at once becomes second nature and gives complete control of the car. Third gear is maintained until around 5,000 rpm is reached, then it s into fourth and back to direct drive from the engine.

Photo: Kary Jiggle
Photo: Kary Jiggle
Photo: Kary Jiggle
Photo: Kary Jiggle

The brakes are operated by the rod system and Perrot brakes to the front. These need extreme care setting up, but once done correctly are perfect for the job. While it is possible to  lock  the car with the brakes, it s not something that should be exercised. The brakes, being 14 inches in diameter, are almost the same size as the diameter of the wheels themselves!

Photo: Kary Jiggle

Photo: Kary Jiggle
Photo: Kary Jiggle

While in a road situation one would simply steer through corners, when racing, rather than steer through a corner you re looking to drift it, provoking a controlled tail slide using the throttle only. This induces a situation where you are looking forward, but not down the center of the bonnet. It can be a little unnerving at first, but this maneuver truly shows the driver the extent of the balance of this little car, and it is dearly appreciated. Straightening the car requires a simple lift off the accelerator. However, other competitors will do anything to stop you gaining this advantage during a race; if they have knowledge of the car they instantly know what you re trying to achieve.

Racing the car in a field full of Astons is difficult, as there is a smaller competitive advantage. However, racing in a mixed field, say with Bentleys or much bigger cars, is great. While the bigger cars have a power advantage on the straights, the nimbleness of LM3 comes into its own in the corners where it is easy to  tuck  into the inside then accelerate away. Obviously, the twistier the circuit the more the car can  dance  around. Having said that, on the Silverstone Grand Prix Circuit with its very fast straights, the LM3 would be capable of beating many larger engine cars with reasonable ease. While faster on the straight, with the extra weight and momentum of a more cumbersome car it would require the driver to brake far earlier for a corner and thus much earlier than LM3. Likewise, being much lighter, LM3 would also gain an advantage accelerating away from the corner.

The ultimate racing experience of this car makes it a very safe car to race, very forgiving in the sense that the chassis almost talks to the driver, constantly communicating if a maneuver is too  hairy  for it to handle and giving the driver the maximum opportunity to pull out of situations. Given the low center of gravity, turning the LM3 over is an almost impossible operation, unless you hit a kerb, or do something very extraordinary.

It is the job of a journalist to be critical of cars driven, but I must concur with my  learned colleagues  of yesteryear. LM3 has all the qualities you would expect from a racing car, man and machine seeming to be in harmony at all times. Bert Bertelli was a fully  hands on  designer. As previously noted, he raced many of his Aston Martin creations. He therefore knew first hand the kind of vehicle a racing driver needed and which refinements were necessary to make the driving experience as comfortable as possible. LM3 is a prime example of his tremendous ability.

While considered expensive when purchased in period at £598, LM3 would command far more today than a straight equivalent value.