I think I should be OK, the readings (measured using play-dough imprint from piston top valve cut-outs and the heads/valve-train installed) with the current 1.5 ratio are:

INTAKE => 0.180
EXHAUST => 0.225

So that extra 0.035" lift should still give me a safe enough clearance.

I was a bit worried about the valve spring clearance actually. I am using the HughesEngines #1111, which is 155 lbs@1.800" and 330 lbs@1.250", so that gives me a spec'ed room of 0.550", but the published coil-bind comes in at 0.700" and when I originally ordered my cam Hughes had me upgrade from 1102 spring to 1111 given that I told them I'd like to run the 1.6 ratio rocker arm eventually.

To be sure, I did check the installed height of all the valve springs, they came in at 1.727-1.786 (actually, only 1 valve was 1.727 while the remainder were typically at 1.750).

the change in valve lift has almost no effects on valve to piston clearance.... it's the valve timing events, and you are barely changing those. I know that you know that you'll be ok but for the wrong reason.

OK, so I agree, the valve timing can potentially have the much bigger impact on this...but when the cam stays the same (as in my situation) eventually (if the lift change is significant enough) you might simply run-out of the existing "room" between the valve head and the piston/valve-cutout.

In this case I wanted to make sure I still have enough clearance left, because after all I shaved 0.030" from the head surface (static CR bump) and then increased the lift by 0.035", in effect that's equivalent to a 0.065" increase in lift, and if things were already tight before that change could cause a real problem.

Not an increase in lift as much as a decrease in P/V clearance.

I think the gist of it is...... Net valve lift has almost nothing to do with V/P clearance.
Full lift occurs at the cam C/L.
As an example, a 110lsa cam installed at 106 has peak valve lift at 106..... Or, 16deg after the piston is 1/2 way down the bore.
Duration has a much bigger impact on V/P clearance. Longer duration camshafts get the valves farther off the seat when the piston is near tdc..... Which is when the clearance gets tight.

Ahh...you guys, yeah, totally makes sense...duh...not sure why I wasn't seeing this. At or near the TDC is where this becomes an issue, the max lift on the intake side will not happen @ TDC, my cam has the intake valve openning at 13 deg BTC, so simply not enough lift @ TDC. Now the exhaust is a tad different, but again with my cam and the valve closing being 11 deg ATC, the max exhaust lift will occur well before the TDC.

Good stuff, thanks again!!!

To throw in another variable on P to V clearances, the lobe seperation angle and valve opending (timing) at TDC(valve opening overlap) can be change by advancing or retarding the cam or having the lobe seperation angle ground wider on another cam with the exact same lift and duration at .050 It is more noticeable on SB Mopars with the closer (102 to 108) LSA than on the BB Mopars with the wider LSA (110 to 114) Motors, so many variables
The more you learn the more you see that you need to learn more