E17 Sweden

Similar to the French specification, the J and K models were de-tuned and used a #92.5 main jet on the left and right and a #90 on the centre carburettors (rather than the standard #102.5 and #100).
The air box was also a different part number although it isn't obvious what is different about it.
The horn was a non-GT750 unit brought over from the T500 (38500-18410)
As was common in European specification models a city driving bulb was added to the headlamp reflector.
The frame on the J and K was specific to Sweden (part number 41100-31610) as was the triple tree - possibly to accommodate the Swedish specific steering lock (51900-22600 for the J and 51911-22600 for the K). The rear fender on the K was the European style being a bit longer and flared up at the lower edge (63113-31600).
Gunnar mentions on his site that when the first J models were being certified for sale, initially the Swedish government had asked for a modified exhaust system also as per the photo Gunnar provided to the right (scanned by Krisofer Johnsson). This was to meet a requirement that the exhaust gas must flow straight back. In the end, this was not made a requirement for sale.
With the introduction of disc brakes on the K, for the Swedish market, the brake splitter was mounted on an additional bracket (59492-31000) not included with the general export versions and which was also later used on the RE5 under the updated part number 59492-31001.

Below are copies from the Swedish E17 specific parts list for the J and K models:

For the M, A and B models, the frames and triple trees were still country specific - possibly still due to having a different steering lock, but more probably due to the continued use of the mounting plate (now listed as 59492-31001) for the three-way brake line splitter.
The horn continued to be non-standard: for 1975 with a later model T500 horn being used (38500-15641), in 1976 an older T500 horn appeared (38500-15643) and for the 1977 model B, the horn used on the 1976 GT380 was used. In all cases a special horn mounting bracket was utilised.
Metal spark plug caps were used for the M, A and B models also.
For the B model specifically, the smaller turn signals from the GS400 were used
the 'dog bone' style rear tail lamp carried forward to the B from the A series, and while the lens was the same as used on the E1 specification, the rear tail lighht assembly was a different part number series on the M, A and B perhaps due to differences in rear number plate sizes.
a front brake light switch was included with the M through B models
As well, again just for the B, a large rear mud flap was added (63331-31600).
I have not located country specific parts listings for the 'L' model.

Below are copies from the Swedish E17 specific parts list for the M through B models:

Björn Ek recently (November 2016) contacted me with some additional information about Swedish model GT750's. He wrote:

"First of all Sweden took delivery of three different batches of the GT 750J model.

The first batch stretched from frame number 13976-14025
The second batch went from 18487-18515
The third batch was 31222-31252 (those were actually the last J models to be built.)

The first two batches were true J models with all features according to J specifications. Here counts the exhaust pipe retainers with large cooling fins, chrome bars for the radiator without the “dent” in the lower beam, and also the older style left hand light switch.

The third batch was in fact K models equipped with J model paint sets, instruments and drum brake front wheel. Typical features were the separate mounted brake pedal, modified SRIS system and the use of high throttles/ high throttle caps.

Now to the special features for the Swedish J bikes.

In fact the first batch (13976-14025) was as close as you can come to the E1 standard bike. It did not have any alterations to the frame. It carried the standard J model Horn under the light and the steering lock screwed from under the lower triple-tree.

The only Swedish features those bikes had was the change of carburettor setting and the modified air filter box. In conjunction with the smaller main jets the air filter box was modified to supply less air. The two elongated openings that faces rearward were plugged from the inside with contour shaped rubber inserts. Also the headlamp unit was changed to one carrying the parking light.

The second batch (18487-18515) had the frame changed in such manner that a locking device was welded to the steering head. On the lower triple-tree a cylinder was welded that could accommodate the new steering lock. For insurance purposes the screwed on steering lock was not approved. For this modification the horn had to be relocated. The decision was to use a mirror clamp and install it on the radiator crash bar. The standard horn did not have a suitable attachment bracket. Therefore the decision was made to use the horn originally meant for the T 350 and subsequently also used on the T 500. It happened that the bikes from the second batch did not have the horn installed on the crash bar, but instead attached to one of the upper retaining bolts for the bar.

Björn Ek, Sweden"

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