OK so i had a trawl through the thread over on ukmkiv's and read everyones comments/problems on the guide and near the end (typical!) someone had asked the same as me, so for reference this is the answer to my own question
;
The early AUM's have the PCV valve connected into the SJP pipe work which subsequently feeds into the second brake booster.
The later AUM's (like mine) have the PCV system and SJP system completely separate. I have TWO vacuum source ports on the bottom of the manifold near the dipstick, one for each system. In way of explanation;
The PCV pipework goes from the top of the oil filter housing (plastic 90deg bend) and to the PCV valve t-piece. From here the top hose goes to one of the manifold vacuum ports, the right hose (as you look at the car) goes up to the y-shaped breather on the rocker cover.
The SJP pipework goes from the second vacuum port to the single sided inlet of the SJP. The larger outlet of the y-split goes up through the manifold to the second brake booster inlet. The small bore outlet on the y-split of the SJP goes up past the FPR and into a hard metal pipe which is bolted to the rocker cover and then into a small port on the TIP.
I have a Forge TIP fitted and IIRC this is the difference between the AUM's and AGU's etc - the extra port. Apparently what i do is simply block it off and get rid of the separate SJP system. What a guy over on ukmkiv's did is to run a vacuum source to one of the ports direct from the top of the DV, this way eliminating the need to t-piece into the FPR vacuum line when modding the N249/N112 bypass. I think what i'll do is simply block off both ports on the manifold and the small bore one on the TIP (in picture above) and run the catch can pipework as per the guide.
HTH some people in the future - i'll try to get a picture of my PCV and SJP systems to clear this up.
Cheers,
Matt.
