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Unveiled at the 1934 Motor Show, the Mark II was in effect an improved Le Mans model.

The 1½ litre engine was more powerful, the chassis was somewhat stiffer and the road holding was also much improved. Again two chassis lengths were available: long for saloons/sporting saloons, tourers and drophead coupes; short for 2 and 2/4 seater sports cars. The short chassis from the Mark II together with a modified engine and lightweight 2 seater body were used together to make the Team cars. Replicas of the successful team cars were made and became known as the Ulster, possibly the ultimate pre-war Aston Martin, guaranteed to exceed 100 mph. The distinctive and easily identifiable feature of the Mark II are the thermostatically controlled radiator shutters, although not fitted to the Ulster.

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.

• 130 Series 2 cars were built
• Engine 1495cc, in-line 4 cyl carburetor
• Power 70bhp Power DIN
• Torque 98 lb ft
• 0-60 MPH 17.1 sec 0-60 MPH
• Max Speed 85mph

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. Based on the 1.5-litre, overhead-camshaft road car, the duo featured dry-sump lubrication and this feature was carried over to the International sports model, newly introduced for 1929.

Built in two wheelbase lengths (102" and 118"), the International was manufactured between 1929 and 1932, mostly with bodies by Augustus's brother Enrico 'Harry' Bertelli. The 'Le Mans' label was first applied to the competition version of the (1st Series) International following Aston's class win and 5th place overall in the 1931 Le Mans race.

This conceit was fully justified when the model placed 5th and 7th in the 1932 race and collected the Rudge-Whitworth Biennial Cup. It may, in fact, be the first car named after the Le Mans Race, although many others have since followed Aston Martin's example. The early 1930s was a period of economic recession and with sales of expensive quality cars falling off, some serious thinking had to be done at Feltham. The wise decision was taken to redesign the International chassis, using proprietary components to reduce cost.

A Laycock gearbox was adopted, mounted in unit with the engine, and the worm axle, which had never been completely satisfactory, was replaced by an ENV spiral bevel. There was a redesigned chassis frame and many other modifications resulting in what was virtually a new car, although it carried the same coachwork and was sold as the 'New International'. The price, however, had been reduced to £475, though the Le Mans remained considerably more expensive at £595.

The original line-up of what would become known as the '2nd Series' did not last long, the New International and two-seater Le Mans disappearing from the range before the end of 1932. That year's Motor Show had ushered in the more familiar Le Mans 2/4-seater, which was also available on the long chassis as the Le Mans Special four-seater for £625. Only 85 2nd Series Le Mans models were made between February 1932 and December 1933, and of these, only 17 were long-wheelbase examples.