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Motorcycling Lifestyles
BIKES: Nolan Woodbury Presents Dunstall - Part II
Nolan Woodbury from Vintage Motorcycles Online continues his exploration of Dunstall in Part 2 of his 4 part series.
Dunstall Part II
Dunstall 750 Triumph
Despite his longstanding ties with Norton, Triumph shipped an estimated 28.000 650 Bonnevilles to the USA alone in 1967, thus inspiring one of Dunstall's most radical designs. Based on the 649cc T 120, the Bonnie's stove enameled black frame (with Roadholder forks and Girling shocks) was filled with a Dunstall-tuned 744cc twin. A new alloy cylinder bored to 76mm provided the bump in displacement, then fitted with 10.0.1 pistons. Per his usual practice, the intakes were enlarged to match twin, 23mm Amal concentric carburetors, then ported and polished for increased flow. Bronze, Hi-Dural valve guides were pressed in and on top, progressively-wound valve springs were acted upon by the stock camshafts. Dunstall's 'Manx' style exhaust headers looked smashing on the tuned Trumpet, and the deep rumble escaping from the dual Decibels found favor with the testers and pleased onlookers.
Placed on the cover of the July, 1969 issue of Cycle World, the staff at CW continued the praise lavished upon Dunstall's Norton tested two years before, marveling at the breathed-on Triumph's ability to blur the landscape despite a routine of “making strange noises, smoking, and puking oil.” Overlooked in favor of the Triumph's ability to rip off low 13-second 1/4-mile times (with higher than stock race gearing) and rocket to nearly 125-mph, using the twin, 9” Lyster disc brakes carried a warning of great care when squeezing the lever. Covered in bright red, the Dunstall's GT fairing, mudguards and dual seat offset a chromed oil tank, chain guard and bits of polished alloy to produce a handsome machine. Some criticism was directed towards vibration cracking in the fiberglass bodywork and the engine's inability to behave anywhere under 30-mph, but all was forgiven when the Dunstall was pointed towards the hilly countryside. “It's an expert's machine” concluded the editors. “Not given to merriment, the Dunstall Triumph 750 is a highly-mettled racer/tourer capable of genuine ferocity.”
Engine:
744cc, air-cooled OHV parallel twin
10.0.1 compression
2-32mm Amal Concentric
Lucas capacitor ignition
Transmission:
Chain primary, multiplate wet clutch, four-speed gearbox, chain final drive
Chassis:
Triumph T 120
Telescopic 'Roadholder' forks w/dual 9” Lyster disc brakes
Swinging arm rear suspension, Girling shocks
Wheels/tyres 3.00 (f) 4.10 ® x 19-in
Power: NA
Top Speed: 123-mph
Dunstall Commando 750/810/850
Moving to a larger location near London in Thamesmead, by 1970 Dunstall's operation and sales were peaking. Making a splash with its new Isolastic frame Commando, many buyers looked past the standard Norton and directly to Dunstall for even greater performance. Realizing an important business opportunity, Paul retired the racing program to concentrate on developing the Dunstall Commando.
Information from Dunstall's 1969 catalog shows a clear emphasis on the new model, and before the range peaked in 1973/74 several variations were added. Available in Mark 1 or a higher performance MK II version, Dunstall Commandos were imported worldwide. As with the Atlas, Dunstall-spec machines were treated to extensive engine modifications; polished and reshaped ports with larger intake valves, high compression pistons, various Amal carburettor options, even a (reported, but not verified) six-speed transmission. Possibly because of the forward cant of the cylinders, the Manx-type head pipes so famously fitted to the range was replaced with a new design. Developed in the laboratory of Dr. Blair, twin headers met into single collector, then back towards two separate silencers reportedly designed by one of Blair's students, Sam Coates. Replacing the Lyster disc brakes was a new type engineered by Eddie Robinson. Now with the caliper housing cast into the fork leg, they bit into stainless discs. Better to resist rust in the damp UK perhaps, but at the expense of some braking force.
In his writings, Cycle magazine's UK corespondent Greening never failed to mention the care workers took building engines for Dunstall's production specials. Available only through Dunstall, crankshaft, rod, and piston assemblies were individually weighed, then carefully assembled then balanced as a unit. This work paid huge dividends as road testers gleefully reporting vastly-reduced amounts of vibration and boosted power over the standard Atlas; a legendary shaker. Crankcase mating surfaces and seals also received extra attention, and in most cases the overall quality drew a higher than normal rating. Duly noted, Greening and other testers warned prospective buyers of the extra maintenance needed to offset the increased wear on chains, brakes and clutches when a Dunstall was ridden as intended.
Feedback gathered during the course of research should be mentioned regarding various Dunstall catalog parts used by buyers. Some criticism was directed towards the Commando 810cc cylinder (easily pulled head bolts) the 810's 2-into-1-into-2 exhaust (broken welds) some negative comments on the fiberglass dual seat (poor mounting, vibration cracking) and even more questions regarding the actual performance increase the 810cc kit offered over the standard 750cc Combat. One component never failing to impress was the Decible silencers, which numbered more than 20.000 pairs sold by 1968. All told, even Dunstall's most devout critics held his tuning manuals and methods in high regard.
Interestingly, the Dunstall Commando was mated with the favored Roadholder forks, external springs and gaiters, twin Girlings, a choice of steering dampeners and rear-set controls designed for the Commando frame. Dunstall clip-on's were fitted with alloy levers, a polished upper yoke and polished aluminum rims shod with an Avon GP rear. Finished with baked enamel frame paint, the bodywork consisted of the GT fairing, glassfiber fuel tank, fenders, a dual seat with toolbox and a chrome chain guard. A top seller, the Dunstall Commando was available in red, green, blue, silver or yellow.
In 1970 Dunstall took on Honda, but the overwhelming majority of the works remained focused on the Norton. Near the end of Dunstall Commando production in 1974, what many consider the ultimate Dunstall took shape in the form of the 850 Mark IV. These were heavily worked with resphered and machined combustion chambers, a steeper inlet valve angle (26½ degrees) enlarged, hand finished porting, 1.5/8" inlet valves, larger intake manifolds, Dunstall's own mainstand, a choice of fairings that included a large touring unit and the new Power Exhaust technology used on the Honda four-cylinder.
Engine: (Dunstall 750 Commando)
745cc, air-cooled OHV parallel twin
10.1 compression
Amal 932/901 Concentric
Lucas capacitor ignition
Transmission:
Chain primary, multiplate clutch, four-speed, chain drive
Chassis:
Norton Isolastic
Telescopic 'Roadholder' forks w/dual 9” disc brakes
Twin Girling shocks
Top Speed: 125-mph (3)
Dunstall Honda
As a reliable and affordable exotic, the Honda Four was motorcycling's hottest topic in the early 1970s, so it's no surprise that Dunstall capitalized on the machine's popularity. And while the Woodgate website reports Dunstall launched the first CB750-based special in 1971, there is no catalog evidence of it. Appearing to be an early example, this Dunstall Honda was reportedly built with cylinder head modifications that include reshaped and polished ports, 10:1.0 'spun cast' pistons and twin, 19” polished alloy rims shod with Dunlop tires. The tank, dual seat and fairing are in fiberglass and Woodgate reported that Doug Mitchenall of Avon was the man behind styling and molding the fiberglass.
In 1973 the Honda was listed as an official Dunstall model, alongside the Commando. These were fitted with a full compliment of Dunstall fiberglass that included a new, larger and more angular fairing with an equally huge tinted screen, a six-gallon fuel tank, dual seat/rear fender with locking toolbox and front fender. Retaining the stock bore the engine was treated to 10.1 high compression pistons and the combustion chamber/porting described above, Dunstall's 4-into-2 Power Exhaust, Decibel Silencers, a 19-tooth countershaft sprocket, Girling shocks, clip-on handlebars and rear-sets. In most cases the stock Honda front rotor was retained, but Dunstall offered an option for a dual-disc front.
Sometime between 1973 and 1974 fiberglass fuel tanks were outlawed in the UK, forcing Dunstall into a new styling direction that utilized a one-piece tank and seat cover designed to incorporate the Honda's OEM steel tank. Although the fiberglass parts remained in the catalog for purchase, by 1974 Dunstall's Hondas (and later Kawasaki, Yamaha and Suzuki) all used the “Great Dunstall Cover Up”. This sometimes dubious styling was offset somewhat by a more serious approach to boosting performance, with Dunstall offering the 750 in the above listed tuning and adding the Dunstall Honda 900. This version added a cylinder bank modified with 67mm bores, 10.1 compression pistons, the Power Exhaust with Decibel mufflers, Dunstall's lovely clip-on handlebar design, rear-sets, Girling shocks and twin 19” WM-2 (4.10) Borrani alloy rims and Dunlop K-81 tires. By 1974, 50% of all Dunstall-made motorcycles were being imported into the USA, with dozens of other export destinations established. These included South Africa, the Middle East, Australia, most of Europe and various locations in Asia.
Tested in the May, 1974 issue of Cycle Guide the Dunstall Honda 900 drew mixed reviews. Praising the machine's finish, handling and greatly improved power curve, mechanical and function-related issues took some of the shine off of the bright red Honda. Some niggles, like the kickstarter hitting the brake pedal, having to reach around the fairing to access the choke, or remove the one-piece seat/tank cover to gain access to the battery/tools were all overlooked in the spirit of the machine's exclusivity. Other, more serious flaws like a poorly functioning rear brake -due to its rear-set position and reduced leverage on the brake arm- and heavy oil consumption (one quart every 600 miles) drew the ire of the CG staff...especially when questions regarding the machine's actual cost was not clarified by the importer. “It's sleek and sexy lines will get you noticed,” the test concluded, “but the brakes, fit issues and bodywork sections secured with cheap hardware indicate a product rushed into the market”
Engine: (Dunstall Honda 900)
899cc, air-cooled SOHC inline four
10.1 compression
4-28mm Keihin
Dual point/dual coil ignition
Transmission:
Multiplate wet clutch, five-speed, chain drive
Chassis:
Double steel cradle
Telescopic w/ 1-12” disc brake
Twin Girling shocks
Top Speed: 129-mph
Dunstall Kawasaki
Starting in 1974 and estimated to have continued until 1979, Dunstall offered Kawasaki models built in 900, 1000 and 1100cc versions. Modified as needed, the fiberglass tank/seat cover, fenders, clip-on and rear-sets all carried over from the Dunstall Honda. Paul also built a prototype Kawasaki 500cc three cylinder two-stroke racer, pictured here at the 2004 IOM TT. In 1974, Dunstall entered into an agreement with Kawasaki to sell his aftermarket line of fiberglass and performance hardware for the 750cc Mach IV and 900cc Z1 in U.K. And USA Kawasaki dealerships.
Dunstall Kawasaki 900 (1974 catalog)
Clip-on Handlebars
Dunstall Power Exhaust
Decibel Silencers
Rear Set Footrests and Controls
Tank/Seat Unit assembly in Red, Yellow, Black, or Metallic Blue
Glass Fibre Mudguard
G.T. Fairing (plain or smoke tinted screen)
Polished Alloy Wheel Rims
Dunlop TT 100 Tyres
Dunstall Kawasaki 1100
Large Bore Cylinder giving 1100cc capacity
10 to 1 Compression ratio
Modified Cylinder Head with enlarged Re-Shaped and Polished Ports
Clip-on Handlebars
Dunstall Power Exhaust
Decibel Silencers
Rear Set Footrests and Controls
Tank/Seat Unit assembly in Red, Yellow, Black, or Metallic Blue
Glass Fibre Mudguard
G.T. Fairing (plain or smoke tinted screen)
Polished Alloy Wheel Rims
Dunlop TT 100 Tyres
Dunstall Yamaha
Dunstall developed an exhaust and high compression pistons for the Yamaha 650 XS1/XS2 twin. A tank/seat cover for the RD series was offered, as was a fairing and other fiberglass for the XS Eleven. To the best of my knowledge, no Dunstall Yamahas were tested by the press.
Dunstall Suzuki
Playing a large part in developing the Heron Suzuki ridden by Barry Sheen, Dunstall's work on the GT550 two-stroke paved the way for a deal with Suzuki with Paul adding a Dunstall GT750 to the catalog, offering it until 1977. When the two-stroke engines were phased out after 1977, Dunstall turned his attention to the GS550 four-stroke. His efforts were noticed by Suzuki's UK importer, who commissioned him to continue his work on first the GS750. Impressed and aided by the Suzuki's exceptional handling, Dunstall and Suzuki entered into an agreement to supply dealers with factory-backed Dunstall specials, available in limited numbers throughout the UK and USA. By the end of the decade, Dunstall once again made headlines by tuning the liter-sized four past 155-mph, making the Dunstall Suzuki GS1000 'Competition Special' 1979's fastest production motorcycle.
Click the image below to see more pictures:
Despite his longstanding ties with Norton, Triumph shipped an estimated 28.000 650 Bonnevilles to the USA alone in 1967, thus inspiring one of Dunstall's most radical designs. Based on the 649cc T 120, the Bonnie's stove enameled black frame (with Roadholder forks and Girling shocks) was filled with a Dunstall-tuned 744cc twin. A new alloy cylinder bored to 76mm provided the bump in displacement, then fitted with 10.0.1 pistons. Per his usual practice, the intakes were enlarged to match twin, 23mm Amal concentric carburetors, then ported and polished for increased flow. Bronze, Hi-Dural valve guides were pressed in and on top, progressively-wound valve springs were acted upon by the stock camshafts. Dunstall's 'Manx' style exhaust headers looked smashing on the tuned Trumpet, and the deep rumble escaping from the dual Decibels found favor with the testers and pleased onlookers.
Placed on the cover of the July, 1969 issue of Cycle World, the staff at CW continued the praise lavished upon Dunstall's Norton tested two years before, marveling at the breathed-on Triumph's ability to blur the landscape despite a routine of “making strange noises, smoking, and puking oil.” Overlooked in favor of the Triumph's ability to rip off low 13-second 1/4-mile times (with higher than stock race gearing) and rocket to nearly 125-mph, using the twin, 9” Lyster disc brakes carried a warning of great care when squeezing the lever. Covered in bright red, the Dunstall's GT fairing, mudguards and dual seat offset a chromed oil tank, chain guard and bits of polished alloy to produce a handsome machine. Some criticism was directed towards vibration cracking in the fiberglass bodywork and the engine's inability to behave anywhere under 30-mph, but all was forgiven when the Dunstall was pointed towards the hilly countryside. “It's an expert's machine” concluded the editors. “Not given to merriment, the Dunstall Triumph 750 is a highly-mettled racer/tourer capable of genuine ferocity.”
Engine:
744cc, air-cooled OHV parallel twin
10.0.1 compression
2-32mm Amal Concentric
Lucas capacitor ignition
Transmission:
Chain primary, multiplate wet clutch, four-speed gearbox, chain final drive
Chassis:
Triumph T 120
Telescopic 'Roadholder' forks w/dual 9” Lyster disc brakes
Swinging arm rear suspension, Girling shocks
Wheels/tyres 3.00 (f) 4.10 ® x 19-in
Power: NA
Top Speed: 123-mph
Dunstall Commando 750/810/850
Moving to a larger location near London in Thamesmead, by 1970 Dunstall's operation and sales were peaking. Making a splash with its new Isolastic frame Commando, many buyers looked past the standard Norton and directly to Dunstall for even greater performance. Realizing an important business opportunity, Paul retired the racing program to concentrate on developing the Dunstall Commando.
Information from Dunstall's 1969 catalog shows a clear emphasis on the new model, and before the range peaked in 1973/74 several variations were added. Available in Mark 1 or a higher performance MK II version, Dunstall Commandos were imported worldwide. As with the Atlas, Dunstall-spec machines were treated to extensive engine modifications; polished and reshaped ports with larger intake valves, high compression pistons, various Amal carburettor options, even a (reported, but not verified) six-speed transmission. Possibly because of the forward cant of the cylinders, the Manx-type head pipes so famously fitted to the range was replaced with a new design. Developed in the laboratory of Dr. Blair, twin headers met into single collector, then back towards two separate silencers reportedly designed by one of Blair's students, Sam Coates. Replacing the Lyster disc brakes was a new type engineered by Eddie Robinson. Now with the caliper housing cast into the fork leg, they bit into stainless discs. Better to resist rust in the damp UK perhaps, but at the expense of some braking force.
In his writings, Cycle magazine's UK corespondent Greening never failed to mention the care workers took building engines for Dunstall's production specials. Available only through Dunstall, crankshaft, rod, and piston assemblies were individually weighed, then carefully assembled then balanced as a unit. This work paid huge dividends as road testers gleefully reporting vastly-reduced amounts of vibration and boosted power over the standard Atlas; a legendary shaker. Crankcase mating surfaces and seals also received extra attention, and in most cases the overall quality drew a higher than normal rating. Duly noted, Greening and other testers warned prospective buyers of the extra maintenance needed to offset the increased wear on chains, brakes and clutches when a Dunstall was ridden as intended.
Feedback gathered during the course of research should be mentioned regarding various Dunstall catalog parts used by buyers. Some criticism was directed towards the Commando 810cc cylinder (easily pulled head bolts) the 810's 2-into-1-into-2 exhaust (broken welds) some negative comments on the fiberglass dual seat (poor mounting, vibration cracking) and even more questions regarding the actual performance increase the 810cc kit offered over the standard 750cc Combat. One component never failing to impress was the Decible silencers, which numbered more than 20.000 pairs sold by 1968. All told, even Dunstall's most devout critics held his tuning manuals and methods in high regard.
Interestingly, the Dunstall Commando was mated with the favored Roadholder forks, external springs and gaiters, twin Girlings, a choice of steering dampeners and rear-set controls designed for the Commando frame. Dunstall clip-on's were fitted with alloy levers, a polished upper yoke and polished aluminum rims shod with an Avon GP rear. Finished with baked enamel frame paint, the bodywork consisted of the GT fairing, glassfiber fuel tank, fenders, a dual seat with toolbox and a chrome chain guard. A top seller, the Dunstall Commando was available in red, green, blue, silver or yellow.
In 1970 Dunstall took on Honda, but the overwhelming majority of the works remained focused on the Norton. Near the end of Dunstall Commando production in 1974, what many consider the ultimate Dunstall took shape in the form of the 850 Mark IV. These were heavily worked with resphered and machined combustion chambers, a steeper inlet valve angle (26½ degrees) enlarged, hand finished porting, 1.5/8" inlet valves, larger intake manifolds, Dunstall's own mainstand, a choice of fairings that included a large touring unit and the new Power Exhaust technology used on the Honda four-cylinder.
Engine: (Dunstall 750 Commando)
745cc, air-cooled OHV parallel twin
10.1 compression
Amal 932/901 Concentric
Lucas capacitor ignition
Transmission:
Chain primary, multiplate clutch, four-speed, chain drive
Chassis:
Norton Isolastic
Telescopic 'Roadholder' forks w/dual 9” disc brakes
Twin Girling shocks
Top Speed: 125-mph (3)
Dunstall Honda
As a reliable and affordable exotic, the Honda Four was motorcycling's hottest topic in the early 1970s, so it's no surprise that Dunstall capitalized on the machine's popularity. And while the Woodgate website reports Dunstall launched the first CB750-based special in 1971, there is no catalog evidence of it. Appearing to be an early example, this Dunstall Honda was reportedly built with cylinder head modifications that include reshaped and polished ports, 10:1.0 'spun cast' pistons and twin, 19” polished alloy rims shod with Dunlop tires. The tank, dual seat and fairing are in fiberglass and Woodgate reported that Doug Mitchenall of Avon was the man behind styling and molding the fiberglass.
In 1973 the Honda was listed as an official Dunstall model, alongside the Commando. These were fitted with a full compliment of Dunstall fiberglass that included a new, larger and more angular fairing with an equally huge tinted screen, a six-gallon fuel tank, dual seat/rear fender with locking toolbox and front fender. Retaining the stock bore the engine was treated to 10.1 high compression pistons and the combustion chamber/porting described above, Dunstall's 4-into-2 Power Exhaust, Decibel Silencers, a 19-tooth countershaft sprocket, Girling shocks, clip-on handlebars and rear-sets. In most cases the stock Honda front rotor was retained, but Dunstall offered an option for a dual-disc front.
Sometime between 1973 and 1974 fiberglass fuel tanks were outlawed in the UK, forcing Dunstall into a new styling direction that utilized a one-piece tank and seat cover designed to incorporate the Honda's OEM steel tank. Although the fiberglass parts remained in the catalog for purchase, by 1974 Dunstall's Hondas (and later Kawasaki, Yamaha and Suzuki) all used the “Great Dunstall Cover Up”. This sometimes dubious styling was offset somewhat by a more serious approach to boosting performance, with Dunstall offering the 750 in the above listed tuning and adding the Dunstall Honda 900. This version added a cylinder bank modified with 67mm bores, 10.1 compression pistons, the Power Exhaust with Decibel mufflers, Dunstall's lovely clip-on handlebar design, rear-sets, Girling shocks and twin 19” WM-2 (4.10) Borrani alloy rims and Dunlop K-81 tires. By 1974, 50% of all Dunstall-made motorcycles were being imported into the USA, with dozens of other export destinations established. These included South Africa, the Middle East, Australia, most of Europe and various locations in Asia.
Tested in the May, 1974 issue of Cycle Guide the Dunstall Honda 900 drew mixed reviews. Praising the machine's finish, handling and greatly improved power curve, mechanical and function-related issues took some of the shine off of the bright red Honda. Some niggles, like the kickstarter hitting the brake pedal, having to reach around the fairing to access the choke, or remove the one-piece seat/tank cover to gain access to the battery/tools were all overlooked in the spirit of the machine's exclusivity. Other, more serious flaws like a poorly functioning rear brake -due to its rear-set position and reduced leverage on the brake arm- and heavy oil consumption (one quart every 600 miles) drew the ire of the CG staff...especially when questions regarding the machine's actual cost was not clarified by the importer. “It's sleek and sexy lines will get you noticed,” the test concluded, “but the brakes, fit issues and bodywork sections secured with cheap hardware indicate a product rushed into the market”
Engine: (Dunstall Honda 900)
899cc, air-cooled SOHC inline four
10.1 compression
4-28mm Keihin
Dual point/dual coil ignition
Transmission:
Multiplate wet clutch, five-speed, chain drive
Chassis:
Double steel cradle
Telescopic w/ 1-12” disc brake
Twin Girling shocks
Top Speed: 129-mph
Dunstall Kawasaki
Starting in 1974 and estimated to have continued until 1979, Dunstall offered Kawasaki models built in 900, 1000 and 1100cc versions. Modified as needed, the fiberglass tank/seat cover, fenders, clip-on and rear-sets all carried over from the Dunstall Honda. Paul also built a prototype Kawasaki 500cc three cylinder two-stroke racer, pictured here at the 2004 IOM TT. In 1974, Dunstall entered into an agreement with Kawasaki to sell his aftermarket line of fiberglass and performance hardware for the 750cc Mach IV and 900cc Z1 in U.K. And USA Kawasaki dealerships.
Dunstall Kawasaki 900 (1974 catalog)
Clip-on Handlebars
Dunstall Power Exhaust
Decibel Silencers
Rear Set Footrests and Controls
Tank/Seat Unit assembly in Red, Yellow, Black, or Metallic Blue
Glass Fibre Mudguard
G.T. Fairing (plain or smoke tinted screen)
Polished Alloy Wheel Rims
Dunlop TT 100 Tyres
Dunstall Kawasaki 1100
Large Bore Cylinder giving 1100cc capacity
10 to 1 Compression ratio
Modified Cylinder Head with enlarged Re-Shaped and Polished Ports
Clip-on Handlebars
Dunstall Power Exhaust
Decibel Silencers
Rear Set Footrests and Controls
Tank/Seat Unit assembly in Red, Yellow, Black, or Metallic Blue
Glass Fibre Mudguard
G.T. Fairing (plain or smoke tinted screen)
Polished Alloy Wheel Rims
Dunlop TT 100 Tyres
Dunstall Yamaha
Dunstall developed an exhaust and high compression pistons for the Yamaha 650 XS1/XS2 twin. A tank/seat cover for the RD series was offered, as was a fairing and other fiberglass for the XS Eleven. To the best of my knowledge, no Dunstall Yamahas were tested by the press.
Dunstall Suzuki
Playing a large part in developing the Heron Suzuki ridden by Barry Sheen, Dunstall's work on the GT550 two-stroke paved the way for a deal with Suzuki with Paul adding a Dunstall GT750 to the catalog, offering it until 1977. When the two-stroke engines were phased out after 1977, Dunstall turned his attention to the GS550 four-stroke. His efforts were noticed by Suzuki's UK importer, who commissioned him to continue his work on first the GS750. Impressed and aided by the Suzuki's exceptional handling, Dunstall and Suzuki entered into an agreement to supply dealers with factory-backed Dunstall specials, available in limited numbers throughout the UK and USA. By the end of the decade, Dunstall once again made headlines by tuning the liter-sized four past 155-mph, making the Dunstall Suzuki GS1000 'Competition Special' 1979's fastest production motorcycle.
Click the image below to see more pictures:
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