Bridgestone 350 GTR
(Page 2 of 4)
March/April 2007
By Roland Brown
The GTR’s advanced engine features did not end with its induction. Lubrication was by a Yamaha-style pump-operated system, to which Bridgestone added the refinement of inspection windows for both engine and gearbox oil. The GTR impressed with its six-speed gearbox, and with its facility to swap the gear lever and rear brake pedals to give a left- or right-foot gearchange, both of which were commonly used at the time.
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But the Bridgestone also annoyed because neutral was placed at the top of the six-speed gearbox, instead of between first and second as on most bikes. Similarly, although the GTR was unusual in allowing the rider the start the engine in any gear provided the clutch was pulled in, the kick-starter was inconveniently placed on the left of the bike. More thoughtful details included a stainless-steel front fender and lubrication points on the control cables.
The rest of the GTR was relatively conventional. Its twin-cradle steel frame, gaitered front forks, chromed twin shocks, and 19in wheels with drum brakes front and rear were standard fare when the GTR was first introduced to the U.S. market in 1966. Visually, it was similar to its 90cc and 175cc siblings, and there were also models with offroad styling, notably the 350 GTO, which was built in even smaller numbers than the GTR.
Riding the GTR
Few Bridgestones have survived in better condition than this 1967 GTR. The bike looks superb and feels light, slim and quite tall as I stand alongside it, firing the two-stroke engine into life with a gentle swing on the kickstarter. The disc-valve engine immediately settles into a steady idle, and feels just as well sorted as I set off, although I’m mildly disappointed that the dry clutch displays none of the wheelie-provoking sharpness reported in some contemporary press coverage. That unusual gearbox arrangement did cause a few hiccups when I went to pull away and found myself in neutral.
But generally the GTR is very easy to ride, and responsive through the rev range, with no evidence of the two-stroke power step that I’d expected. With 40hp on tap (assuming you accept the higher of Bridgestone’s claimed figures for the GTR) the twin is hardly powerful by modern standards. But it is still lively enough to be fun, and to make me understand why the model impressed most people who rode one in the late Sixties.
Back in the day, the Bridgestone’s revvy engine and light weight of just over 350lb made the two-stroke a match for almost any bike off the line: Bridgestone quoted a standing quarter-mile time of 13.7 seconds. And even though it wasn’t really as quick as that, the GTR provided plenty of acceleration away from the lights — and if the front wheel did come up occasionally to produce that Sixties rarity of a wheelie, I can’t imagine many wide-eyed owners would have complained.