I guess you are stuck with using the Lycoming piece of junk. The problem with a sudden engine stoppage as Lycoming call it is how did it stop. The deacceleration forces can be very high, all the ancillaries will need an overhaul and there is the probability the case will crack at 3 to 4 hundred hours, also all the ancillary gears should be changed as they can micro crack and dump micro grains of hard steel in the oil, like putting grinding past in the oil. This is not listed in lycoming list of must change items.
Or, you can fly in a reliable Lycoming powered aircraft, operated regularly, and maintained in accordance with the Lycoming procedures and standards, and expect excellent service.
Yes, you can inspect an engine to the Nth degree if you choose to, but Lycoming have many decades of understanding what is needed for safe and dependable engine operation, and what is not.
If any Lycoming engine is a "piece of junk" blame the owner/maintainer, not Lycoming. Anything good can be made to be junk with abuse and poor care, but Lycomings do not start out that way, nor get that way with proper operation and care!
The deacceleration forces can be very high
Is true for the metal propeller, Very low inertia accessories do not take those forces hard. I cannot think of an accessory damaged directly by a sudden stop only. Yes, accessories should be of known airworthiness at first installation, and inspected properly thereafter, but it's not a situation of drama!
Engines and accessories are consumable, either running, or sitting, they wear and deteriorate, it's inevitable. Budget for that! Don't fly poorly maintained junk, that's
your choice!