1) I would say there would be too many differences between these engines to give a meaningful answer. You have air cooled radials and liquid cooled in-line engines listed here - wildly different in operation. Suffice to say, each aeroplane fitted with a certain engine would have a fixed schedule of maintenance (if it survived that long - most did not!).
2) Again, every aeroplane would have its own list of items that needed to be completed in a turn around, some lists were no doubt added to, or reduced, based on experience in the field.
3) Tune ups were not carried out as far as I know, you had routine maintenance at the fixed interval but everything else was not interfered with unless disturbed in the course of other work. For example the valve clearances and magneto timing on the P&W Wasp Junior (R985) are not altered between overhaul (unless necessary).
4) Each engine had its own TBO or Time Between Overhauls. In the case of Russian engines these were only noted in the first engine log and set by the factory dependant on the aircraft to which the engine was being fitted so the same ASh-82FN engine might easily have different TBOs depending on its fitment.
5) If the pilot or flight engineer noted a large lack of performance and there was no control or accessory issue, the engine would be changed, same if it used unusually large amounts of oil and there were no obvious leaks, there were not too many other ways of telling!
6) I would say not, the power egg was not a universal 'thing' I don't think, most aircraft engines are a big job to change as a lot is 'built around it' - its a great idea, four bolts, two control connections and a few hoses sounds wonderful - I wish the aircraft I look after had that!