Triumph Repair: 75 Spit Vacuum emission control connections, EGR, vacuum

Question
I replaced the exhaust manifold gasket thereby disconnecting the referenced lines. Four parts are left over: plastic T, 2 90 degree elbows, 4" hose 1/8" OD. Am using Haynes Workshop Manual, VictoriaBrtit catalog and original owners manual none of which show a complete diagram. Is a PDF available? Have 4 problems (). (1)The manifold vacuum line going from bottom of charcoal canister, line #8, Haynes page 112 presently ends in a rubber hose, hose connector-bend,#11 page 92 Victoria, has no place to go. Closest nipple connection in on top of the carb just before carb gasket is already in use. Victoria does not show something coming off the T between parts 10 & 11 page 92. (2) The 1/8" OD plastic line from distributor goes into the top of the forward Flare Trap. From its bottom it goes into a 90 degree sleeve from which goes a 1/8" OD metal pipe into a 90 degree sleeve which goes into the bottom of the carb. OK??? (3) The aft flame trap was dangling when I bought the car. Presently a rubber hose 3/16" OD from the top of the Flame Trap goes to a T that goes into the EGR valve. The other part of that T is a 1/8" plastic hose that goes into a 90 degree hose connector which goes onto a nipple on the bottom left of the carb. OK??? (4) There is (was) no hose or pipe connected to the bottom of the aft Flame Trap. Where does that go? Victoria p. 96 shows a hose going to the top of the carb, but the only connection there is for the hose coming out of the T from the intake manifold.

Answer
Its rather complicated, and the TRF/VB/etc books are the best reference you can find on how to hook up emissions; there were so many changes through the years, every car ends up being unique.

At some point you have to apply logic where vacuum lines are routed, towards what is actually required or intended in the emissions control system.

1) distributors had a vacuum retard, so that when you let off the gas, the timing retarded for better emissions (a trick to help pass emissions; retarded timing increases NOx, and decreases CO, as NOx at the time wasn't part of the emissions "mimimums")

2) charcoal canisters, expansion tanks, were all meant to trap unburned hydrocarbons (gas) from the vent systems in the gas lines, float bowls/manifold, filler hose, and re-introduce these hydrocarbons to the engine when initially started up.

3) EGR/Air pump; introducing air into the exhaust, and providing a means to recirculate unburnt gas from the exhaust into the intake was a further means to reduce CO emissions.  And/or insert air after combustion to help a "more complete" combustion by the time it hit the catalytic converter and the exhaust pipe.

In the end, all of this is for emissions, and can be removed, as for most states, as emissions are  not part of registration requirements after a certain age.  If you want to be "classic correct", you have to figure all this out.  If you want just a running vehicle, everyone else strips this junk off.

Basic rules:
Charcoal canister:  tie into manifold vacuum, gas tank vent, float bowl vent.
Distributor vacuum:  tie into manifold vacuum.
EGR:   vacuum manifold to actuate.
flame traps:  insert between potential spark/heat sources (exhaust) and the unburned hydrocarbon storage (float bowl, gas tank vent, charcoal canister)

To be honest, I never understood the insertion of the flame traps. In theory I understand what they are meant to prevent, but its never been an issue on non-emission controlled engines. So in practice if you remove the connection between exhaust and intake functions (EGR), then you can eliminate most of these connections.

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The main thing to watch for is to not end up with an unplugged connection to the intake manifold; that can throw the carb settings off, as you are introduction an "air leak" into the manifold, leaning out the air/fuel mixture,......