Ex-works; 1931 Le Mans 24 Hours; Double Twelve; RAC Tourist Trophy
1931 Aston Martin 1.5-Litre International 'LM5'

• First of the 1931 Team Cars
• 1931 Le Mans 24 Hours and 1931 Brooklands 'Double 12' competitor
• 1st in class at the 1931 RAC Tourist Trophy
• Known ownership history from new
• Extraordinarily faithful to its 1932 ex-factory specification
• Eligible for all VSCC and AMOC events, Goodwood Revival, Le Mans Historique, etc

Manufactured by Robert Bamford and Lionel Martin, the first Aston-Martins (the hyphen is correct for the period) rapidly established a reputation for high performance and sporting prowess in the immediate post-WWI years. Unfortunately, the management's concentration on motor sport, while accruing invaluable publicity, distracted it from the business of manufacturing cars for sale, the result being just 50-or-so sold by 1925 when the company underwent the first of what would be many changes of ownership.

The foundations were laid for the commencement of proper series production with the formation of Aston Martin Motors Ltd in 1926 under the stewardship of Augustus 'Bert' Bertelli and William Renwick. Built at the firm's new Feltham works, the first 'new generation' Aston Martins were displayed at the 1927 London Motor Show at Olympia. Like his predecessors, 'Bert' Bertelli understood the effect of competition success on Aston Martin sales and sanctioned the construction of two works racers for the 1928 season with the Le Mans 24 Hours race the primary target. Based on the 1.5-litre, overhead-camshaft road car, the duo featured dry-sump lubrication, and this feature would be carried over to the International production model, newly introduced for 1929. These two works cars were allocated the chassis numbers 'LM1' and 'LM2'.

At this time it was not unusual for competitors to drive their cars to Le Mans, take part in the race, and then drive them home again. Aston Martin were no exception, but the cars' weaknesses were exposed before they arrived, with both suffering axle failures on the rough French roads. The Bertelli/Eyston car's repaired rear axle failed again during the race, while the Bezzant/Paul car went out with a broken gear lever after 18 hours. Nevertheless, it was a promising start to the marque's romance with 'La Sarthe'. Forsaking Le Mans, the works concentrated on domestic races during 1929 and 1930 with 'LM3' and 'LM4', enjoying a fair measure of success with what had become known as the 'International' model.

The Depression years of the early 1930s were tough times for manufacturers of sports and luxury cars, and Bertelli was forced to seek financial assistance from H J Aldington of Frazer Nash, who agreed to finance the firm for another 12 months. Aldington also agreed to the building of three new works cars for the 1931 season: 'LM5', 'LM6' and 'LM7', registered as 'HX 4321', 'HX 4322', and 'HX 4323' respectively.

According to the AMOC Register: "The finished cars looked most businesslike. Not only for the first time was a three-car team assembled, but they were of identical appearance with narrow doorless bodies incorporating somewhat exaggerated scuttle cowls and round drooping tails." In this final development of the model, the engines produced 70bhp, which was good enough for a top speed of 90mph.

The trio made their competitive debut in the Brooklands 'Double 12' event, which, thanks to unduly favourable handicapping, was dominated by the new MG Midgets. Sir Malcolm Campbell drove 'LM5' in practice but switched to a Mercedes-Benz for the race. Driven in the race by 'Bentley Boy' Clive Gallop and Leon Cushman, 'LM/5' performed as well as could be expected having suffered multiple punctures, finishing a creditable 2nd in class behind Bertelli/Harvey in 'LM6'.

Back at Le Mans for the first time in three years, the team suffered mixed fortunes: 'LM5' driven by Newsome/Peacock retired (after 125 laps), as did Cook/Bezzant's 'LM7', leaving Bertelli/Harvey's 'LM6' to salvage the day, coming home 1st in class and 5th overall. Later in the year, in August, 'LM5' enjoyed its greatest success when it finished 1st in class and 14th overall at the RAC Tourist Trophy driven by Charles Harvey. According to the AMOC Register, 'LM5' had made two appearances at Brooklands earlier in the year driven by Cuthbert 'Dick' Anthony. It also took part in the Ladies' Handicap Race on 24th October 1931, driven by The Hon Mrs Victor Bruce to 4th place. A pioneering aviator, Mrs Bruce was photographed with LM5 and her Blackburn Bluebird aircraft (see press cuttings on file).

In 1932 'LM5' was raced by various drivers at Brooklands, and towards the season's end took part in the Swedish Grand Prix driven by Windegren, finishing 9th. On 15th December 1932 the car was registered to Lancelot Prideaux-Brune, Aston Martin's latest financial backer. At around this time Bertelli fitted the car with the 2/4 seater body that it carries to this day, no doubt to make it more saleable.

According to the original logbook, the Aston was registered to Guy Kempton Lawrence in 1933, passing to Eric Parsons in July 1936 and then in January 1937 to Roland Hiorns. In 1933, 'LM5' had taken part in the RAC Rally, held that year in Hastings, driven by B Crosthwaite but was not placed.

Amazingly, Roland Hiorns kept 'LM5' unchanged for almost 50 years before selling it to the next custodian, David Acon. Over the years 'LM5' has featured in numerous publications (see history file), including The Daily Telegraph's edition of 14th June 1997 while the car was owned by David Acon. LM5 was taken for a spin along the Brooklands banking by journalist/racer Tony Dron: "Ecurie Bertelli, the historic Aston Martin specialist, which has been fettling the car, says it has never seen anything quite like it: LM5, as it has always been known, is an important British racing car that has escaped any tampering since it was sold by Aston Martin in the early 1930s."

Upon inspection, Ecurie Bertelli had found LM5 to be in need of extensive mechanical restoration, which was carried out while keeping the old warhorse in as original condition as possible. The engine was fully rebuilt, including replacement of the lightweight Elektron engine cases with correct factory parts; the gearbox overhauled with new bearings; and new pinions for the rear axle by David Brown Engineering. Bertelli rebuilt the engine to full race specification, producing perhaps 90bhp.

Currently owned and cherished by another prominent Aston Martin collector, 'LM5 comes with a wonderful history file of correspondence, photographs, press cuttings, etc and even his Registration Book and an original Instruction Manual. Extraordinarily faithful to its 1932 form, the car possesses a wonderfully evocative patina and is surely an ideal candidate for preservation class honours at any prestigious concours event. One of the most historically important Aston Martins to come to market in recent years, 'LM5' is eligible for all VSCC and AMOC events, Goodwood Revival, Le Mans Classic, etc and is sure to delight its fortunate next owner.