Blair, thanks for forwarding those pics so they could be posted.  I imagine having 2 quarts of oil trapped like that wasn't a great help in the overall scheme of things.  Of course, the fact that the original builder put in a used distributor that had the end cut off and ground to fit probably didn't help.  Especially when the hex socket in the end of the shaft cracked at each corner and allowed the distributor shaft to spin on the oil pump shaft instead of actually turning the oil pump.  That probably didn't help much, either.  Live and learn, I guess.

Hi Everyone,
Last fall, I posted here regarding the engine for my 64 Comet, and got quite a bit of good advice regarding a possible rebuild.  At the time, the engine was a Genesis block, offset ground 428 crank with 4.10 stroke, Dove hi-riser heads and Dove tunnel wedge dual quad intake.  It dynoed at 532 HP and 506 ft-lbs, but wasn't street friendly at lower RPMs.  Thanks again to everyone for the comments and advice.  The engine had developed an internal ticking noise, so I figured there was some sort of serious internal problem.  I pulled the engine and put the car up for the winter.  After discussions with several forum members, I decided to have the engine rebuild by Blair Patrick.
He and I spent a great deal of time talking about my goals and what I wanted out of the engine.  He was quite patient with me and answered all my questions, even the stupid ones .  He never tried to push me in any particular direction; he would lay out various options, explain them to me, and we'd come to a decision.  I can't say enough about how pleasant it was to work with him.  He's not only extremely knowledgeable, he's easy to talk to and a real good guy.
When we had the details worked out, I loaded up the engine and took it down to him.  I spent a few days there while he tore the engine down, and found the ticking noise was a bad rod bearing.  Glad I stopped driving it when I did!
We had set the goals as a 482 CID, dual quad engine that would make 600HP and be street friendly at lower speeds/RPMs.  The specs on the build are as follows:

Block:
   -Genesis block prepped as follows:
     -Pro-Gram billet main caps
    -Deck water holes corrected
    -Lifter valley webbing machined for proper drain back.
    -Align honed, square decked, plate honed
    -Canton pan & screen windage tray
Reciprocating assembly:
    -Forged 4.250 Scat crank
    -Scat 6.700 rods w/bolt upgrade
    -Custom CP pistons 4.255 bore, reverse dome 
    -Total Seal custom rings
    - 10.5:1 static compression ratio
Camshaft:
    -Bullet custom grind billet hydraulic roller cam
    -Advertised duration, 300/311
    -Duration at .050, 243/252
    -Lobe lift, .3325, .3325
    -Gross valve lift, .585, .585
    -Morel hydraulic roller lifters
Heads:
      -BBM heads, light porting
      -BP spec Ferrea valves
      -BP valve job
      -Beehive springs
      -Smith Bros pushrods
      -Bushed, non-adj rockers, HD shafts, studs, billet stands/end supports
Intake:
   -Dove, tunnel wedge, light internal mods, portmatched
Carbs:
   -Twin, Holley 600 carbs

After he finished the build, Blair held onto the engine a bit for me, as I work overseas and wouldn't be back to the States until September.  He had it dynoed just before I got back.  It made 647HP at 6000 RPM, with 631 ft-lb of torque at 4800 RPM.  I've got the engine back in the car now, and to say I'm happy would be an understatement!  Blair hit it out of the ballpark!!  If you compare the engine specs to my earlier post regarding the engine, this one has the same compression ratio, same camshaft, same carburetors, same ignition and a very similar intake (med riser vs. high riser).  Basically, it's about 30 CID bigger with BBM heads, yet I picked up over 100 HP and 100 ft-lbs.  Driving it on the street is like night and day.  I can cruise around town in 3rd gear at 2000 RPM with no issues.  When I hit the throttle, there's no bog or hesitation, the car just goes!  It's everything I wanted it to be and more.  Blair, Thank You!!!
I'll attach the dyno sheets as a reply, as I can't seem to get them to attach here.     
 

 
   

Hi Jay,
Very cool project, hope I can help some.  I put a TKO 600 behind my Genesis 427 with a quicktime bellhousing and I ran into a similar problem.  The TKO shaft is like 1/4 inch longer than the shaft for the topcover transmission.  I went online, found the correct length for the input shaft and had it turned down to the correct length.  You might also be able to just make an adapter plate to fit between the tranny and bellhousing.  Good luck!
Dan

Really nice car!  What rims are those?

Hi everyone,
I have a 64 Comet Caliente set up as something like an A/FX.  It has a Mustang II front end, a 457 CID engine (Genesis 427 with 428 crank), TKO transmission, and a MW rear end with 3.91 gears.  The engine specs are:

427 Genesis block
428 crank, offset ground to 4.00 stroke, with 400 Cleveland rods
Venolia forged 10.5 C.R. pistons
Bullet hyd. roller cam and lifters, adv 305/310 duration, 243/254 @ .050, .585 lift
Dove HR heads
Dove HR tunnel wedge intake
Dove HD roller rocker assembly
Holley twin 80457 carbs, 600 cfm each
MSD ignition, 36 total advance, in by 3000 RPM

I had the engine dynoed, it showed 532 HP @ 6000 RPM, and 506 lb ft @ 4500 RPM, with a redline of 6000 RPM.  Since I had the engine built, I've since read that the 400 Cleveland rods aren't really a good idea, so that concerns me.  I also had hoped for 600 HP out of the engine, which I didn't get.  Another issue is that the engine isn't real street friendly at low RPMs.  It runs rough and there's a lot of reversion back into the carbs. 
I should add that this is my first foray into an engine like this.  I've had a 68 Fairlane 390 and a couple 70 429CJ Torinos, but nothing like this.  My goals are to have a street friendly car that develops 600 HP with a 6000-6500 RPM redline.  I want to stick with a hydraulic roller cam because I have to remove the brake master cylinder and vacuum booster in order to remove the valve cover to adjust the valves.
 
My thought at this point is that I should just bite the bullet and rebuild the engine as follows:
Scat 4.25 stroker kit, which will give me 482 CID, keeping about 10.5 CR.
Survival or BBM heads, just a basic cleanup and port matching, with an aftermarket roller valve train.
Dual quad intake, either a BT med riser dual plane, or a Dove MR tunnel wedge, with dual Holley carbs.
Hyd roller cam, with less duration and higher lift than the current cam.

Any thoughts, comments or suggestions would be greatly appreciated.  I'm especially interested in camshaft profile and intake/carb recommendations.
Thanks,
Dan