The largest issue with this engine is just the mass on the valve train because of the type of lifters used.
It is true that virtually all of the remaining engine families from the '50s (sb Chevy) and '60s (sb Fords) were converted, i.e., re-engineered to roller lifters, yes.
The components used do last longer than their original flat tapped designs did.
One thing that they do not use, that failed here are the roller bearing rocker arms.
I personally feel that "you" (me too) are safer and therefore better off using the ball and fulcrum rocker with a single roller tip.
Every one of these roller rocker arm failures that I have seen in an admittedly shallow life experiences relative to the heavy professional racers, has been on the roller bearing and not the tip.
Some will also advise to use the stainless steel bodied rockers because they have broken the aluminum bodies in half.
It is something I think about and the reality is there are just some people who are so much better at assessing risk (than me).
SOMETIMES, but not always, experience is significant in that analysis?
In other words, "you'z pays yours moneys and you'z takes your's chances" so to speak. Who knows for sure how long anything will last?
Another thought is that the MOST Ford EVER warrantied the famous 289 hp and the 427 was one year or 12,000 miles. That was with those very very mild camshaft profiles. That should speak volumes right there?
One place that MIGHT be an indicator of valve train issues is valve guide wear. The aluminum heads with the manganese-bronze guides SHOULD wear better against the super hard chromium alloy valves vs. the cast iron guides but that does have a lot to do with the rocker arm type you choose to employ.
https://www.youtube.com/watch?v=Qh9ZZgDqzAg
I give it a 75. It's kinda' hard to dance too?
