We are lead to believe many of the UTs did time in Japan and that a lot of expertise resided there. Very true, Japan Royal Helicopters were a big operator of this type. East Asia Airlines in Macau was also an operator of the 222B/UT leased from Japan Royal. The component repair and overhaul of these airframes was provide by Vancouver Island helicopters, itself a 222 operator. VIH had a number of in-house repair schemes to keep components in service. EAA engines were supported by the Textron Lycoming (as it was then) MRO at Greer in South Carolina. Man-hour costs in Japan at the time were far too high so it did not make commercial sense having any work done there.
Mechanics/engineers who have previous experience on Bell "Lights" and "Mediums" will see some similarity - but not much, the 222 is very "un-Bell." The main shortcomings are the life of the numerous elastomerics and the reliability of the electrical system. With the latter, you'll find far more connectors than you're used too as wiring looms pass from one area to another. Don't pay too much attention to the negative comments you'll hear regarding the engines. Pay close attention to No. 2 bearings and the Delta "P" readings and you'll be OK.
Finally, if any of your 222's are fitted with the Honeywell autopilot system installed under the Helidyne STC be prepared for huge financial outlays to keep it working.