Gen III Hemi Swap Questions

So as I'm finishing up my truck, I'm starting to do research for my next project, my 1968 Barracuda. It was a 318 auto car, nothing special and the original drivetrain is long gone, so I decided to Swap in a new 5.7 Hemi.

Now I have some criteria for the build and would like to see if anyone has done it yet or it is even possible.

For the suspension I want to keep torsion bars, I have a spool mount K-member. From what I read so far I have to notch the K-member for some clearance, and use a Milodon oil pan. Manual steering is no problem.

Engine looks like a truck Hemi is the easiest one to use because of how the accessories on the front are mounted (correct me if I'm wrong). I want to retain the fuel injection system. The Eagle Hemi are better? I would like to be in the 475-500 crank horsepower area.

Now for the transmission. The car was originally equipped with a floor shift automatic, I would like to keep that, but I want an overdrive transmission also. I know that I would need to redo the trans tunnel and torsion bar crossmember. Has anyone done a 545RFE swap and kept the floor shift setup? Or I could go to a 46RH, then i wouldn't have to worry about as much wiring, but can I get the floor shift setup to work with that trans also.

So factory or aftermarket PCM for fuel injection/ transmission?

O and one more thing if its not to much to ask. I hate drive by wire throttles. I would like to switch to a throttle body that actually is connected to your gas pedal like its supposed to be. I think I read somewhere that Mopar Performance has that throttle body?

I'm sure I'll have more questions, that's all I can think of before I head off to work.

So, here's your quandary...the Eagle motor is 390-ish net HP right out of the box, so it's not far off your target. However, it's VVT, so either you use Hotwire Auto or Modern Muscle to control the electronics and keep the VVT functional and live with the DBW throttle body, or you give up some power by locking out the VVT and use an aftermarket scenario (Megasquirt, Holley, FAST, etc.) I have spent some time talking with David at Modern Muscle, and he almost has me converted to the idea of keeping my DBW setup, mostly for ease. With long tube headers, proper (no cats) unrestrictive dual exhaust, better flowing cold air intake and some tweaking of the fuel/spark tables, I should make 450 flywheel HP and have all the daily driver ease of use that I have in my truck. Functional knock sensors, full OBDII diagnostics, etc.

FTR, Holley and EFI Source are both working at getting their setups to run the VVT as well. It's just not on the table yet...

I'm building a 70 Duster with a 5.7 and a 545RFE. I also used a spool mount k frame, and bought TTI mounts and headers. My motor came out of a car. It makes a nicer looking (just my opinion) install, but is a pain in the *** to get it to fit. But it WILL work. Here is a link to how I modified the stuff to all work together. It wasn't a big deal....just took a lot of standing under the car scratching my head...lol. I will try to post pics later on how I had to hack up the floor pan and torsion bar crossmember.

http://www.forabodiesonly.com/mopar/showthread.php?t=173963

There is no reason not to use the DBW. I have it in my Dart and it is great, you can't tell the difference. ( I did have a 05 Magnum RT with it, and it did have a hesitation )

I have 67 barracuda 04 truck 5.7 with SRT intake 545rfe I have no complaints and would do the same on my next project. My advice is to talk to Dave Weber at Modern Muscle get most of the stuff you need from him and he will definately help you through the tough parts of the build his tech support is great and he always answers the phone. I get 24mpg and ran a 12.275 at 112 in the 1/4. I have put 12,000 miles on the car in 1 1/2 years. I have floor shift setup bought shifter from Lokar direct bolt in used factory console. I was going to use original shifter but this was easier for me as my car was column shift and I cut a bit more of the trans tunnel than needed ops: