I understand the orientation of making the vehicle allegedly safer and easier for others to drive, BUT if you get too far off, it might take all of the joy and allure of driving an older vehicle. Granted, it might not drive like the cars they are more used to, but then any Chrysler of that era had things that made them unique to themselves and separated them from the other manufacturer's vehicles too, just as driving a Ford felt different than driving a Chevy or Plymouth. Each one had their own personalities and that's part of what makes the vintage vehicle hobby so great--knowing and appreciating all of those early qualities that have been engineered out of made more generic as time progresses.
Upgrading to fuel injection might be a decent modification, though. The throttle body fuel injection kits are reasonably well done in design and configuration, from what I've seen. If you put a bung in the lead pipe, you can even hide the oxygen sensor from plain sight too and let it be pretty much a feedback system except at WOT (at least that's the way the Holley systems were--I understand the later digital control versions are much better). Not sure if you're going to use the 2bbl or 4bbl version, but the 2bbl version should be plenty as I believe it's supposed to support a 300 (net) horsepower motor and has more total air flow capacity than any 4bbl carb of that era (670 cfm).
Obviously, once fine tuned and dialed in, it should be a good modification and one that can be hidden under the air cleaner in most cases. Be advised, though, that it'll drive like it has a big 2bbl carb, i.e., NO 4bbl rush at WOT. In fact, losing that can be a significant loss in some respects. Remember too, by the time you've reached 75% of throttle openning with the fuel injection unit, you're already at 90% of max air flow so that last bit of throttle will not have the same feel as it might with a working 4bbl secondary section lying in wait to function.
Also, what kills fuel injection fuel pumps is running them with little fuel in the tank, even the current factory units. Changing the inline fuel filter will also become part of regular maintenance too as a restricted filter (partially clogged, even) will put more strain on the pump and cause the wiring to the pump to become warm and even melt (yep, even happens on the OEM production pumps too). Those systems also might (as the OEM systems do) need to build a certain minimum pressure to even fire the injectors. So, although your system will have an external inline fuel pump and a good inline fuel filter, be sure to not let the fuel level get below about 1/4 tank for very long at a time while driving.
The inline fuel pump is specific to the injection system it's used with. NO hot rod fuel pump can supply both the pressure and volume required to run the system. Having a spare might be a good thing to consider.
Personally, I would feel better about this type of conversion and probably an electronic ignition conversion of some kind also, than the transmission conversion mentioned previously.
I also know that with the correct amount of finesse and engineering, the fuel and ignition changes I mentioned can be somewhat incognito. Plus, Chrysler did have fuel injection as an option in that earlier time frame, but it had very limited installation rates for various reasons.
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