Ok several issues:
1. The article you sourced just points back to the V-22 engines. It seems Rolls Royce has not released the horsepower figures for the MV-75 engines yet. But they are a different variant so saying they will have “7000 horsepower” is at best misleading.
2. Yeah, that’s true, but that doesn’t mean the problem isn’t with the gearbox design instead of having the engines pivot. Because you want to fight me on this, let’s go all the way into the weeds:

The V-22s design issues stem from the fact that both props must spin within a very small percentage RPM of each other. This necessitates a complex gearbox that can combine and then equalize the throttle output of both engines in the event one spins down below that very small threshold. This means each gearbox sends an output and an input to the other engine across the wingbox, making the combining gear really long and complex.

Most V-22 failures have either been due to pilot error or failures within the engine gearboxes. To attribute the design entirely to the decision to make the engines tilt, and to say that was a mistake, is misleading. Several VTOL aircraft before and after the V-22 tilt the engines with the propellers instead of just the gearboxes and propellers. Most notably the CL-84 Dynavert, AW609, and XV-15 (The V-22s development testbed). These aircraft notably have not had the gearbox issues the V-22 has, despite using a similar method to achieve VTOL.

Bell did not look at the V-22 and change the tilt rotor system because “Tilting the engines is a bad idea.” They had tons of data to show the contrary thanks to the XV-15. Instead, they changed it because the MV-75 is expected to fly into and out of Hot LZs with comparable costs to the UH-60. The center mounted engines simplifies the gearbox system, making maintenance significantly easier compared to the UH-60 (important for FOB operations vs the V-22s Naval ops), and it better protects the engines from ground fire when operating into hot LZs. The Hot LZ stipulation was a major part of the FVL program, as the US Army wanted a more (or at least comparably) survival aircraft to the UH-60. That’s just not possible when the engines are mounted outboard in full view. The engines onboard the It V-280 are also significantly smaller thanks to being expected to fulfill different roles. The V-22 acts as both a troop transport and a cargo hauler, while the V-280/MV-75 is expected to act more as an assault/utility helicopter that is expected to fly risky missions.