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Originally posted by Gunner
Hi Richard:
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Hi Mike
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I've recently been introduced to the delights of the RR B series engines in the form of two gasser FV432 that landed in my lap. After overhauling the carbs in both (gummed solid with varnish) we got one running but not the other... something electrical which we will track down with the aid of the manuals.
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Un-run ignition systems can give trouble, points become O/C with time and surface corrosion not having "cleaning" current run through them.
B Range distributors on the eights are quite novel and not a bit like the typical dual point principle well-known in the N. American continent; eg. they operate entirely differently from the Ford V8 flathead. PM me if you wish for a full insight.
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The drive train in the Cambridge is a B81 with fully water proofed ignition system attached to an automatic transmission I haven't yet identified. The inspection plates were removed from the trannie many years ago (long before we acquired it) and the trannie is rusted solid inside.
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All RR B Range engines for mil use are fully screened, sealed and submersible to 20ft as made. If you didn't know, B = engine range, 4, 6 or 8 denotes the cylinders and for the last digit a 0 means 3.5" bore and 1 for a 3.75" bore. There were no B41's or B61's for mil use.
I had assumed the drive train of the Cambridge was entirely similar to the 432, and if so this is an Allison unit from your continent and nothing special at all.
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If I thought I could replace the drive train with original parts without taking out a second mortgage I certainly would. Thing is I can get a cheap V8 and automatic trannie here out of any one of dozens of light trucks or big cars from the 70's. If we go ahead with the overhaul we'll make any changes reversible in case some sugar daddy ships over a nice B81 and trannie in a crate! 
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I see exactly where you're coming from and it makes sense, however, check out the Allison connection, it just might be easier than you think!!
R.