Thomas Mann used to say, few people know under what conditions and against what backgrounds art is sometimes created. You can say the same about more than seven decades of Aston Martin history. A good example is the international model from 1929, a first-class product that was born out of regrettable circumstances. In 1926 two engine designers from Birmingham took over the seriously ailing firm. They were william Somerville Renwick and Augustus Cesare Bertelli, soon known familiarly as "Our Bert" for his jovial manner.
The two engineers aquired a new production plant on Victoria Road in Feltham, and in octomber same year, they changed the name to ASton Martin. Things were not looking so good because they sold only 7 cars in the year 1929 and Bert was knocking on every door to scrap toghether some founds to carry on.
His persuasiveness paid off, it was clearly that a jewl like aston martin could not die. He found a partener named Sidney C. Whitehead. With the new partner came a new name Aston Martin Ltd. New management changes were also needed, Bertelli's brother Enrico, known as Harry, joined them, moving into a neighboring property with his coach-building plant, Enrico Bertelli Ltd.Harry's skill at designing beautiful forms were rezumed on coach bodies. He had no time for paperwork and new ideas were sketched out in a scale of 1:1 in chalk on a huge blackboard.
Their first creation was the International presented at the London Motor Show in 1929 and offered as a two-seater,or a four-seater on the same short chassis, with a wheelbase of 101.9 inches (2590mm). He`s name was programmatic, for it contained the scarcely concealed message that the model met the requirments of the AIACR, Association Internationale des Automobile Clubs Reconnus. The International was designed to win the hearts of a hand-picked, sporty clientele who had always been loyal to the firm's credo that racing was the origin of all things.
The new model was certainly a sporty model, it had motorcycle mudguards that turned with the steering wheel and kept the shilhouette low in front.The lack of running boards made it easier to lubricate parts underneath and to adjust the brakes.
The 1.5L engine was also sporty, with a camshaft above, a gift from engineer Claude Hill who had moved to Aston Martin in the Renwick and Bertelli team.One new feature was the dry-sump lubrication with a reservoir right at the front between the ends of the chassis wich proved usefull at the Le Mansin 1928 in the two cars, LM1 and LM2.
The International made a good impression and got a good review from the press. The Autocar magazine,for instance,was full of praise in its issue of September 18, 1931.The car had the four things one expected from a genuine spots car. Its performance was unusually high,it held the road with a steady grip,the steering was perfect,and the design was eye-catching.The reviewers were immpresed by the engine especially. one could drive smooth along the road but had lots of power when needed, a very good quality on the road nowadays.
The car was very confortable and the positioning of the driver was exellent,betwen the easily and precisely adjustable bucket seat and the three-spoke steering wheel, which was set in exactly the right posotion.The little gearshift could be manuverd trough the visible gates easy.
Our Bert and the men around him must have read the last sentence with particular pleasure. It was difficult to imagine, said the journalist, that the real enthusiast would not become addicted to the little Aston Martin straightaway.
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