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Motorcycling Lifestyles
BIKES: Production Specials, Part II - Powered By Dunstall
Remembered best for building fast Norton twins and as an aftermarket giant, Paul Dunstall's rise from scooter mechanic to the King of Britain's speed industry was smooth, steady, and dotted with moments of exceptional genius.
Production Specials, Part II - Powered By Dunstall
Remembered best for building fast Norton twins and as an aftermarket giant, Paul Dunstall's rise from scooter mechanic to the King of Britain's speed industry was smooth, steady, and dotted with moments of exceptional genius. Synonymous with flash and style, the Dunstall name was a staple during the swinging 60s and continued in strength for twenty years. Forever linked with the cafe' racer craze, the Dunstall logo symbolized the Ton Up lifestyle and conjures visions of Manx-swept headers, clip-ons and 'glassfibre' bodywork. No paper tiger, Dunstall's often dominate Works racers lent credence to his performance hardware, allowing owners to tune and personalize their motorcycles into something not previously available. Intelligent, introspective and possessing a keen marketing style, the success of Paul Dunstall was based on the simple promise of more speed. History shows it's a promise he kept.
An inescapable fact due to circumstances beyond my control, my late-70s introduction into motorcycling began when Dunstall was easing out it. The passing years brought more awareness and appreciation of Dunstall's work, and when the first draft for machines to be featured in the Production Specials series was penned, the plan was to wrap a thoughtful chunk of text around images of a Dunstall Dominator and be done. But, as these things go and quite by accident, the blueprint changed.
Browsing for information on a late-production Bonneville, my notes pointed to an old, earmarked issue of Cycle Guide magazine where I spotted a bold headline. Conducted and written by the late L.J.K. Setright, the test was set aside for later reading and magically, managed to stay on top of the pile. On top of gaining notoriety for his eccentric (yet technically sound) meanderings and strong opinions covering both motorcycles and automobiles, Setright is embraced for being one of the most expressive journalists of the era. Read repeatedly, L.J. K's words on the rapid Suzuki and its builder inspired a deeper study on the subject. For me, starting my research where Dunstall's career ended was ironic; his appearance into my generation inspiring me to venture into his. Giving due credit, without Setright's flowing, sometimes outlandish but always brilliant summary on the Dunstall Suzuki, I wouldn't have.
Because of Dunstall's background and widely-varied subject matter, Production Specials Part II is written with more of a biographical flavor than Part One. This installment will focus on various career highlights, select examples from his workshop, and an oath of more Dunstall coverage in the future.
Not much has been written on Dunstall's formative years. However, a biography published online by John Woodgate harmonizes with a feature written by Cycle magazine's UK correspondent Jim Greening in 1968. According to both, Dunstall's motorcycling career began in 1955 when his father, Arnold, a green grocer-turned Vespa agent, brought young Paul into the business. Two-years of Velocette wrenching saw the 17-year old Dunstall flip his MAC for a 600cc Norton Dominator. Following two more years of practicing his craft (reportedly fitting the twin into a Manx frame) Dunstall entered his racing career. Placing third in his first race at Thruxton, he followed with a win at his home track at Brands Hatch. Pitted against the formidable Manx at Cadwell Park, Silverstone, the Crystal Palace and other nearby venues, the Norton twin was popular, but not regarded as a racer. It didn't take Dunstall long to change that as followers cheered him and his 'ninty-nine' to more wins.
Working on the Dommie in his spare time, Dunstall married late in 1959 and hung up his racing leathers. Making the decision to concentrate on building and preparation, Dunstall's skills as a tuner and fabricator attracted an increasing number of Norton riders and racers into his scooter dealership. Designed to provide more ground clearance (and later, fit inside the Dommie's narrow race fairing) a local inquired about a spare set of Dunstall's signature 'swept back' exhaust headers hanging on a wall. Filling the order, that sale spurred requests for more, and yet more after that. Recognizing an untapped market, Paul added rear-sets, trimmed mudguards, Goldstar-type silencers, bum-stop seats and alloy fuel tanks sourced from Italy. Building momentum, Dunstall published his first catalog in 1961.
Works Racer: The Dunstall Drainpipe
With his roots in organized competition almost from the beginning, Dunstall's rise to production racing domination came in several important, incremental stages. A critical early development, acquiring rights from Norton's closed race works on Bracebridge Street in Birmingham is one that paid dividends for the South London tuner. Holding an abundance of product developed for the Dominator twin, the lot included experimental parts, engines, drawings...even a complete Domiracer ridden to third-place at the 1961 Senior TT. When the scooter market dried up in 1964 Dunstall became an authorized Norton agent and shortly after, a victim of his own success. Citing unfair advantage and eating too much dust, competitors objected to the 'factory' Dunstall Dommies raced in local proddy events. Determining that Dunstall's equivalent outweighed Norton's (and, perhaps, not wishing to strangle a perfectly functional cash cow?) the issue was settled in 1967 when Dunstall was recognized as a manufacturer by not only Britain's tax authorities, but homologated by the Auto-Cycle Union for entry into the IOM TT. Now fully endorsed, Dunstall took the lead in England's performance race and ran with it; setting records at Monza with 126 miles covered in one hour, and a stunning 17 first-place wins in 1968. This included a Ray Pickrell victory in the Production Class at the TT setting a new lap record averaging 99.39 mph.
Dunstall used the track to not only promote his aftermarket and production specials line, but to test experimental components, tuning methods and gauge the longevity of (read: torture) his aftermarket speed parts. When Pickrell began feeling the heat of closing competition late in 1968 Dunstall countered. Based on a space frame designed by Eddie Robinson (who worked with Colin Seeley's Dunstall-powered sidehacks) the new racer was filled with a tuned 750cc Atlas making over 70-horsepower. Highly evolved, slightly ahead of its time and not ultimately successful, Robinson's space frame took engine oil atop a large-diameter center tube, earning it the 'Drainpipe' moniker.
Reminiscent of a drag-racing chassis, the Atlas twin was positioned lower and farther forward. Experimental 'saddle' fuel tanks hung inside the fairing were positioned to lower the center of gravity and improve handling, but fuel starvation issues forced Dunstall's team to fit a normal fuel cell for most events. In 1969, Pickrell and the Drainpipe set a national speed record for the 750cc flying-start quarter mile at 144.69 mph. Later, the Dunstall team returned to Monza and set a new world record for the 750cc class with ten-kilometres covered at an average of 131.51mph. It is believed that four Dunstall Drainpipe racers were built, with one currently owned by New York Norton collector Jamie Waters.
Engine:
745cc, air-cooled OHV parallel twin
10.25:1 compression
2-32mm Amal carburettors
Lucas magneto
Transmission:
Chain primary, dry multiplate clutch, five-speed gearbox, chain final drive
Chassis:
Tubular spine frame
Telescopic fork front suspension w/dual disc front brakes
Swinging arm rear suspension, twin shocks
Wheels: 18”
Power: 72-bhp @ 7000rpm
Top Speed: 145-mph
Dunstall Dominator
After buying the Domiracer stock in 1962, Dunstall went from face lifting various cosmetic and cycle parts of the Featherbed-framed Dominator to building complete machines. Although most sources claim 'real' Dunstall motorcycles didn't appear on the scene until 1966, gaining manufacturing rights from the British government in 1967 allowed Dunstall to purchase and re-title machines under his own name. Because of this proposed time frame, we'll assume the majority of these were based on the 750 Atlas, which continued until 1968 when it was replaced by the new Commando. It is unknown if Dunstall ever used the similar 650cc Mercury (nor have I any evidence of his BMW fairing) that carried on until 1970, but re-badged Commandos (often 'Dunstallized' to 810cc) sold in good numbers.
Most of the material published on Dunstall came after his certification in 1967, but there is plenty of photographic evidence of his pre-Commando handiwork on the Model 88, 99, 77 and 650SS Dommies. A prime example is the machine pictured here, owned by motor-enthusiast Gordon McCall who extensively researched its background. Sold new by a Norton vendor in England, this 1966 Atlas 750 was given the full Dunstall treatment by virtue of the parts sold and promoted at the dealership. “They threw the whole catalog at it” says McCall. “Even the rarely seen finned float bowl extensions. The mechanics there did a top-notch job of it too, because the bike rides and runs even better than it looks.” Just how many self-titled Dominators were built by Dunstall and his staff remains an unanswered question, but continued research by the author hopes to shed some light on actual production numbers.
Reviewing period coverage gives a good example of Dunstall's production Dominator...or at least, the ones prepared for press. In the September, 1967 issue of Cycle World, two versions were tested. Initially modeled for US riders with buckhorn bars and shotgun exhausts, the 'Americanized' Dunstall Sprint was a roadster fitted with a low, one-piece handlebar and revised gearing that limited its top speed to somewhere near 120-mph. Both machines were equipped with Dunstall's fiberglass fuel tank, locking compartment seat and controls. Surprisingly and perhaps most of all to Dunstall, the editors at CW preferred the 'full kit, UK spec' Dommie with its more 'commited' clip-ons, fairing and tall gearing.
Not just modified, the 745cc Atlas produced by Norton-Villers was also assembled with great care. Astounding testers with a notable lack of vibration and thrilling them with its cammy power curve, the Dunstall treatment began with high compression 10.1 pistons, a cam with 0.405 lift (stock 0.365) bronze guides, valve springs sourced from S&W in the USA, lightened, polished rocker arms and cam followers lubricated by Dunstall's top-end pressure feed and double speed oil pump. Dunstall advised in his Norton tuning guide to retain the stock rocker arms when his racing cam was used, and for an extra measure of reliability fit an additional pressure line. Noting the folly of polishing exhaust ports, the inlet side was opened to 1-1/8” and mated with matching Amal Monobloc carburetors on finned manifolds. Racing intakes used a flexible manifold, but except for experimental items, even Dunstall's most serious racing bikes used parts available in the catalog. Featuring a version of the tuned exhaust developed with Dr. Gordon Blair of Queens University in Belfast, the swept-back headers joined Dunstall's patented Decibel mufflers and a balance tube/crossover design on license from Triumph.
A fine handing machine is stock form, the changes made to the Dominator's Featherbed frame were minimal, although chrome plating was an option. Citing lessons learned by the tuners at Bracebridge Street, Dunstall placed a matching 19” wheel on the Dommie's twin shock swinging arm (fitting most with Girling dampeners) and retained the Norton's Roadholder tele-fork, often knitted with external springs and gaiters. Another catalog item, Dunstall's steering dampener assembly was a sophisticated bit of engineering that added to a package that had magazine editors gushing with praise. Shod with a Avon GP rear and a ribbed Speedmaster front, the testers at Cycle World pushed the Dominator to expose flaws but couldn't find any. “The Dunstall” they said, “could be leaned until the extra-high footrests touched at 90-mph without the slightest qualms. Front and rear suspension were extremely well matched. It's no surprise the Dunstall compares so well with racing machinery because in essence, it is racing machinery.” A work in progress, the dual, nine-inch Lyster made front disc brakes made a good impression, as did the Dominator's 12.9 second, 102-mph standing start quarter mile. A true super bike in a time when very few existed, Dunstall's Dominator was unbeatable; offering the quickest acceleration, fastest top speed, best stopping and best handing motorcycle on the market. Most amazing was its $1,340 price which given its specification, was a bargain. “Dunstall won't say it” concluded Cycle World, “but we will. The Dominator is the fastest machine available in the world today.”
Engine:
745cc, air-cooled OHV parallel twin
10.1.0 compression
2-1-1/8” Amal Monobloc
Transmission:
Chain primary, multiplate wet clutch, four-speed gearbox, chain final drive
Chassis:
Norton Featherbed
Telescopic 'Roadholder' w/dual 9” disc front brakes
Swinging arm rear suspension, Girling shocks
Wheels: 19-in
Power: 62-bhp @ 7000rpm
Top Speed: 126-mph
Click the image below to see more pictures:
An inescapable fact due to circumstances beyond my control, my late-70s introduction into motorcycling began when Dunstall was easing out it. The passing years brought more awareness and appreciation of Dunstall's work, and when the first draft for machines to be featured in the Production Specials series was penned, the plan was to wrap a thoughtful chunk of text around images of a Dunstall Dominator and be done. But, as these things go and quite by accident, the blueprint changed.
Browsing for information on a late-production Bonneville, my notes pointed to an old, earmarked issue of Cycle Guide magazine where I spotted a bold headline. Conducted and written by the late L.J.K. Setright, the test was set aside for later reading and magically, managed to stay on top of the pile. On top of gaining notoriety for his eccentric (yet technically sound) meanderings and strong opinions covering both motorcycles and automobiles, Setright is embraced for being one of the most expressive journalists of the era. Read repeatedly, L.J. K's words on the rapid Suzuki and its builder inspired a deeper study on the subject. For me, starting my research where Dunstall's career ended was ironic; his appearance into my generation inspiring me to venture into his. Giving due credit, without Setright's flowing, sometimes outlandish but always brilliant summary on the Dunstall Suzuki, I wouldn't have.
Because of Dunstall's background and widely-varied subject matter, Production Specials Part II is written with more of a biographical flavor than Part One. This installment will focus on various career highlights, select examples from his workshop, and an oath of more Dunstall coverage in the future.
Not much has been written on Dunstall's formative years. However, a biography published online by John Woodgate harmonizes with a feature written by Cycle magazine's UK correspondent Jim Greening in 1968. According to both, Dunstall's motorcycling career began in 1955 when his father, Arnold, a green grocer-turned Vespa agent, brought young Paul into the business. Two-years of Velocette wrenching saw the 17-year old Dunstall flip his MAC for a 600cc Norton Dominator. Following two more years of practicing his craft (reportedly fitting the twin into a Manx frame) Dunstall entered his racing career. Placing third in his first race at Thruxton, he followed with a win at his home track at Brands Hatch. Pitted against the formidable Manx at Cadwell Park, Silverstone, the Crystal Palace and other nearby venues, the Norton twin was popular, but not regarded as a racer. It didn't take Dunstall long to change that as followers cheered him and his 'ninty-nine' to more wins.
Working on the Dommie in his spare time, Dunstall married late in 1959 and hung up his racing leathers. Making the decision to concentrate on building and preparation, Dunstall's skills as a tuner and fabricator attracted an increasing number of Norton riders and racers into his scooter dealership. Designed to provide more ground clearance (and later, fit inside the Dommie's narrow race fairing) a local inquired about a spare set of Dunstall's signature 'swept back' exhaust headers hanging on a wall. Filling the order, that sale spurred requests for more, and yet more after that. Recognizing an untapped market, Paul added rear-sets, trimmed mudguards, Goldstar-type silencers, bum-stop seats and alloy fuel tanks sourced from Italy. Building momentum, Dunstall published his first catalog in 1961.
Works Racer: The Dunstall Drainpipe
With his roots in organized competition almost from the beginning, Dunstall's rise to production racing domination came in several important, incremental stages. A critical early development, acquiring rights from Norton's closed race works on Bracebridge Street in Birmingham is one that paid dividends for the South London tuner. Holding an abundance of product developed for the Dominator twin, the lot included experimental parts, engines, drawings...even a complete Domiracer ridden to third-place at the 1961 Senior TT. When the scooter market dried up in 1964 Dunstall became an authorized Norton agent and shortly after, a victim of his own success. Citing unfair advantage and eating too much dust, competitors objected to the 'factory' Dunstall Dommies raced in local proddy events. Determining that Dunstall's equivalent outweighed Norton's (and, perhaps, not wishing to strangle a perfectly functional cash cow?) the issue was settled in 1967 when Dunstall was recognized as a manufacturer by not only Britain's tax authorities, but homologated by the Auto-Cycle Union for entry into the IOM TT. Now fully endorsed, Dunstall took the lead in England's performance race and ran with it; setting records at Monza with 126 miles covered in one hour, and a stunning 17 first-place wins in 1968. This included a Ray Pickrell victory in the Production Class at the TT setting a new lap record averaging 99.39 mph.
Dunstall used the track to not only promote his aftermarket and production specials line, but to test experimental components, tuning methods and gauge the longevity of (read: torture) his aftermarket speed parts. When Pickrell began feeling the heat of closing competition late in 1968 Dunstall countered. Based on a space frame designed by Eddie Robinson (who worked with Colin Seeley's Dunstall-powered sidehacks) the new racer was filled with a tuned 750cc Atlas making over 70-horsepower. Highly evolved, slightly ahead of its time and not ultimately successful, Robinson's space frame took engine oil atop a large-diameter center tube, earning it the 'Drainpipe' moniker.
Reminiscent of a drag-racing chassis, the Atlas twin was positioned lower and farther forward. Experimental 'saddle' fuel tanks hung inside the fairing were positioned to lower the center of gravity and improve handling, but fuel starvation issues forced Dunstall's team to fit a normal fuel cell for most events. In 1969, Pickrell and the Drainpipe set a national speed record for the 750cc flying-start quarter mile at 144.69 mph. Later, the Dunstall team returned to Monza and set a new world record for the 750cc class with ten-kilometres covered at an average of 131.51mph. It is believed that four Dunstall Drainpipe racers were built, with one currently owned by New York Norton collector Jamie Waters.
Engine:
745cc, air-cooled OHV parallel twin
10.25:1 compression
2-32mm Amal carburettors
Lucas magneto
Transmission:
Chain primary, dry multiplate clutch, five-speed gearbox, chain final drive
Chassis:
Tubular spine frame
Telescopic fork front suspension w/dual disc front brakes
Swinging arm rear suspension, twin shocks
Wheels: 18”
Power: 72-bhp @ 7000rpm
Top Speed: 145-mph
Dunstall Dominator
After buying the Domiracer stock in 1962, Dunstall went from face lifting various cosmetic and cycle parts of the Featherbed-framed Dominator to building complete machines. Although most sources claim 'real' Dunstall motorcycles didn't appear on the scene until 1966, gaining manufacturing rights from the British government in 1967 allowed Dunstall to purchase and re-title machines under his own name. Because of this proposed time frame, we'll assume the majority of these were based on the 750 Atlas, which continued until 1968 when it was replaced by the new Commando. It is unknown if Dunstall ever used the similar 650cc Mercury (nor have I any evidence of his BMW fairing) that carried on until 1970, but re-badged Commandos (often 'Dunstallized' to 810cc) sold in good numbers.
Most of the material published on Dunstall came after his certification in 1967, but there is plenty of photographic evidence of his pre-Commando handiwork on the Model 88, 99, 77 and 650SS Dommies. A prime example is the machine pictured here, owned by motor-enthusiast Gordon McCall who extensively researched its background. Sold new by a Norton vendor in England, this 1966 Atlas 750 was given the full Dunstall treatment by virtue of the parts sold and promoted at the dealership. “They threw the whole catalog at it” says McCall. “Even the rarely seen finned float bowl extensions. The mechanics there did a top-notch job of it too, because the bike rides and runs even better than it looks.” Just how many self-titled Dominators were built by Dunstall and his staff remains an unanswered question, but continued research by the author hopes to shed some light on actual production numbers.
Reviewing period coverage gives a good example of Dunstall's production Dominator...or at least, the ones prepared for press. In the September, 1967 issue of Cycle World, two versions were tested. Initially modeled for US riders with buckhorn bars and shotgun exhausts, the 'Americanized' Dunstall Sprint was a roadster fitted with a low, one-piece handlebar and revised gearing that limited its top speed to somewhere near 120-mph. Both machines were equipped with Dunstall's fiberglass fuel tank, locking compartment seat and controls. Surprisingly and perhaps most of all to Dunstall, the editors at CW preferred the 'full kit, UK spec' Dommie with its more 'commited' clip-ons, fairing and tall gearing.
Not just modified, the 745cc Atlas produced by Norton-Villers was also assembled with great care. Astounding testers with a notable lack of vibration and thrilling them with its cammy power curve, the Dunstall treatment began with high compression 10.1 pistons, a cam with 0.405 lift (stock 0.365) bronze guides, valve springs sourced from S&W in the USA, lightened, polished rocker arms and cam followers lubricated by Dunstall's top-end pressure feed and double speed oil pump. Dunstall advised in his Norton tuning guide to retain the stock rocker arms when his racing cam was used, and for an extra measure of reliability fit an additional pressure line. Noting the folly of polishing exhaust ports, the inlet side was opened to 1-1/8” and mated with matching Amal Monobloc carburetors on finned manifolds. Racing intakes used a flexible manifold, but except for experimental items, even Dunstall's most serious racing bikes used parts available in the catalog. Featuring a version of the tuned exhaust developed with Dr. Gordon Blair of Queens University in Belfast, the swept-back headers joined Dunstall's patented Decibel mufflers and a balance tube/crossover design on license from Triumph.
A fine handing machine is stock form, the changes made to the Dominator's Featherbed frame were minimal, although chrome plating was an option. Citing lessons learned by the tuners at Bracebridge Street, Dunstall placed a matching 19” wheel on the Dommie's twin shock swinging arm (fitting most with Girling dampeners) and retained the Norton's Roadholder tele-fork, often knitted with external springs and gaiters. Another catalog item, Dunstall's steering dampener assembly was a sophisticated bit of engineering that added to a package that had magazine editors gushing with praise. Shod with a Avon GP rear and a ribbed Speedmaster front, the testers at Cycle World pushed the Dominator to expose flaws but couldn't find any. “The Dunstall” they said, “could be leaned until the extra-high footrests touched at 90-mph without the slightest qualms. Front and rear suspension were extremely well matched. It's no surprise the Dunstall compares so well with racing machinery because in essence, it is racing machinery.” A work in progress, the dual, nine-inch Lyster made front disc brakes made a good impression, as did the Dominator's 12.9 second, 102-mph standing start quarter mile. A true super bike in a time when very few existed, Dunstall's Dominator was unbeatable; offering the quickest acceleration, fastest top speed, best stopping and best handing motorcycle on the market. Most amazing was its $1,340 price which given its specification, was a bargain. “Dunstall won't say it” concluded Cycle World, “but we will. The Dominator is the fastest machine available in the world today.”
Engine:
745cc, air-cooled OHV parallel twin
10.1.0 compression
2-1-1/8” Amal Monobloc
Transmission:
Chain primary, multiplate wet clutch, four-speed gearbox, chain final drive
Chassis:
Norton Featherbed
Telescopic 'Roadholder' w/dual 9” disc front brakes
Swinging arm rear suspension, Girling shocks
Wheels: 19-in
Power: 62-bhp @ 7000rpm
Top Speed: 126-mph
Click the image below to see more pictures:
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