There are actually 20 variants of the EC135.
P1 PW206B CDS Analog
P1 PW206B CDS EFIS
P1 PW206B CPDS
P1 PW206B CPDS FCDS
P2 PW206B2 (207) CPDS
P2 PW206B2 (207) CPDS FCDS
T1 Arrius 2B1 CDS Analog
T1 Arrius 2B1 CDS EFIS
T1 Arrius 2B1 CPDS
T1 Arrius 2B1 CPDS FCDS
All of the above can have the 2B1A or 2B1A1 fitted to make 12 variations.
T2 Arrius 2B2 CPDS
T2 Arrius 2B2 CPDS FCDS
Technically speaking although maybe not practical any P1 or T1 with CPDS can be upgraded to a P2 or T2. There has also been a few cases of swap from TM to PW. CDS aircraft cannot economically be upgraded.
Unofficially ECD have told me they would never offer 2 engine versions again.
It is interesting to note that MTOW is ALREADY 2900 kgs with a sling load.
EC135P2 FMS 9.2-19 LBA Approved 2900 OGE at SL +40C or 2500' PA +30C.
Can't understand the hellfire and brimstone.
My read between the lines and after talking to an ECD Engineer is the gear may be the issue. Rejected T/O's etc and the type of surface impose huge loads on the gear attach points. The dynamics are obviously up to it.
The cargo hook cycles refer to fatigue in the fuselage structure.
TC: 2835 at ISA +15???? A P2 will Hover OGE at 1000' at ISA +25.
I think there are very few P versions in the UK and now it is the engine of choice by about 70/30 over the TM if you look at global deliveries. They both have their good and bad points it's a case of what you perceive. The PW is very reliable and even though the FM data is the same it has a little more OEI at altitude where the TM runs out of NG. Conversely the PW is not as FOD resistant as the TM and runs a bit dirty, then again at least the FADEC works!
Semi: I have been flying and fixing helicopters now for 23 years and like you think the 135 is a choice piece of kit.