I've obviously overstated the case, AeroTech, and I don't mean the two examples are really equivalent.
But the takeoff/climb portion of a flight cycle is the 800# gorilla consuming parts life. Derated or reduced (flex) thrust is a huge cost-saver to the overall maintenance budget, and far outweighs the cruise portion of the maintenance budget.
Plus - life-limited parts (discs, shafts etc.) will force the engine into the shop at xxxx cycles, even if the engine is still running fine on wing. This is the insurance policy against metal fatigue and uncontained failures.
So - flight hours are of much less significance than cycles, and you'll almost never see a time limit employed for engine removal. (I have seen some exceptions, mostly for a new engine model introduced to a very conservative country, and a regulatory agency decrees a one-time special inspection.)