GT and HT rb211 versions on the -400, (the -H being used primarily to LHR/LAX etc out of Kai Tak)
We certainly had the RB211-524G and H on the 400, with the H for those exciting takeoff's at Kai Tak to LAX etc. The G-T/H-T came along later and was described to line-crews as a "trent core". Some people said that it operated at lower temperatures, but others said that the temperature probes had simply been repositioned. At about the same time, we moved to CLK anyway.
On the 777-200 the Trent 877 is rated at 76 900lbs thrust. In RR terminology the 877 designation stands for series 800 and rating approximately 77k, ie 877. For the 777-300 the Trent 892 is de-rated from 92 000lbs to 84 000lbs, hence confusion as to it being an 884B or 892. From the pilots point of view the CX 772 climbs quite nicely, with my record being 17 minutes to FL430 (empty). The 773 with the derate is a dog, especially when heavy in the summer etc.
As a pilot all I care about is the fact that when my sweaty trembling hand is pushing those thrust levers to the firewall, I can actually get all 92k lbs.
The 77A just has the GE90-115B which is rated at takeoff thrust to 115lbs thrust.
I didn't know any of this sort of stuff when I turned up for my CX "inquisition" years ago. Dress smartly, be polite and respectful. Let your enthusiasm for flying and desire to fly for CX speak for itself. Failing that if you can fly the simulator like an ace, then you will probably get the job anyway.