I'd definitely talk to someone with first hand experience regarding cam selection. That being said, I THINK that once you lock out the cam advance and retard you should be able to use any hemi cam you choose. Of course you'd also have to replace the displacement on demand lifters as well.
Arrington does sell VVT compatible cams.
http://www.shophemi.com/c-298-cams.aspx
As far as getting the variable valve timing to work. It is my understanding that the 09 and later 5.7 Hemi motors MIGHT have the following characteristics: 1-Displacement on Demand, 2-Variable Valve Timing, and 3-Variable intake runner length.
According the Wikipedia the 5.7L Truck Hemi from 09 and later has all three unless it is in the heavy duty truck in which drops the displacement on demand.
The 5.7L Car Hemi has variable valve timing and displacement demand, but doesn't have variable intake runner length.
Here's a You Tube video explaining some of the changes for the 6.4L 392 Hemi, many of the changes made in creating the 6.4L were first used in the new 2010 and later 5.7L Hemis.
[ame="http://www.youtube.com/watch?v=Fk9OPAGL1io&feature=fvwrel"]Technology Revew: The 2012 6.4-Liter HEMI SRT V8 engine exposed - YouTube[/ame]
In getting the VVT to work in an engine swap, it appears as though the Jeep guys are ahead of us. One advantage is that they probably already have the built in wheel sensors and other sensors necessary for the computer to work.
Here's a write up of transplanting a 5.7L hemi into a Jeep Rubicon:
http://www.jk-forum.com/jk-fabricat...t-hemi-swap-2010-jk-unlimited-rubicon-223578/
To see the pics you have to join the forum.
As far as getting the VVT and Variable length intake runners to work in an engine swap situation there are some things to consider.
1. Variable valve timing can have issues with piston to valve clearance, so care should be taken to make sure that any aftermarket cam doesn't cause the valves to strike the pistons.
2. The variable intake runner would actually be the easiest to implement with an aftermarket ECM as change in runner length is accomplished at a set RPM with a simple valve. According to the video for the 6.4L / 392 Hemi, a valve opens shortening the runner length at 4800 RPM. That is quite simple to program in an ECM. If your 09 Hemi is a truck hemi with the variable runner length you could lock the cam and still use the variable runner length and pick up some low end torque with the longer intake runner length.
3. The variable valve timing might be more problematic. First off, let me say, I don't know squat about how it works. While the intake runner is pretty simple, it seems that variable valve timing varies a lot more than intake runner length. Throttle position, manifold vacuum, RPM are probably all used to determine the total advance and retard to the camshaft.
4. I was going to point you to a Megasquirt forum where they are beta testing the VVT control, but the one thread that discussed VVT and the Hemi that I could find was started by YOU!.
5. They are doing beta testing for VVT on the MS3 boards, you've probably already read this thread, but here it is again.
http://www.msextra.com/forums/viewtopic.php?f=125&t=38890&hilit=vvt
6. If and it is a big IF, you really wanted to get VVT working you're learning curve would resemble a vertical ascent. You'd have both hardware and software issues to deal with, as one poster put it on the MS boards, your best bet might be to get the motor running with a good solid tune with the VVT locked out, and wait until you have the expertise to tackle VVT, or wait until someone blazes the trail first.
Best of Luck,
Regards,
Joe Dokes