The period after the workers took over the factory in 1973 disrupted the flow of technical information we normally would receive from the factory and the US distributors. Also Norton, in the form of NVT, was running the distribution of Triumph and Norton motorcycles in the UK and around the world. Normally a change like that would have been documented in an addendum to the parts books and technical service sheets. Also the technical staff in the US was all new, or Norton. All of the people at Triumph that new anything had been let go when Peter Thornton was made director of the US company.
My 1974 parts book has been updated to the carburetors used on earlier T100R models. Where we got that information is unknown some 40 plus years later. What actually came on the 1974 as far as a spray tube is purely anecdotal at this point. Before this post I had no information that indicated a change was made, AND if it was specified whether it was ever acted on in production.
As we know from all of the Addendum sheets that came with the parts book the book, or other information from suppliers, is what was listed in the parts book was NOT always what was put into production. Triumph produced three different basic parts books: domestic, general export and USA versions. All three had different specifications to suit the market the bikes were made for. Then the distributor published addendum sheets that reflected the specifications for how in the end it was actually assembled.
On the whole, parts books a better used for their pictures which are often more accurate than the parts listed.
Further to this the Daytona has had unique problems with vacuum signals. This is especially true when the vacuum in the intake manifold is drawn on the over-run (decelerating). It draws all of the fuel out of the fuel passage from the float bowl leaving nothing for the engine to run on when the idle carburetor fuel delivery is called on for the engine to run at low rpm. The bike will spit back through the carb (lean) and engine will stall.
We supplied Dick Harris (old timer that puts on thousands of miles on a couple of 1970 Bonnevilles and a T100R, sets of pre-production Premiers. The results with the Bonneville's was very encouraging!!! The Daytona was another thing all together. We made quite a few changes to the jetting, but the bike fell back to the original problem that the Daytona had before they moved the pilot jet (main jet for idle carburetor) closer to the outlet into the venturi. It wasn't as bad, but still annoying.
Now you might have have some information, while still anecdotal, whether the 74 came with a slant spray tube. Look at your carburetor.
We might all learn something!
Don't blame Burlen they are only using information passed down from AMAL
. Anyone who has worked in the British parts business has come to learn that what was going to be used is not what was actually used.