Well the engine is just about done. just need to swap distrubitor, pulleys and motor mounts from the old engine.

how big is it?

Thought I'd throw an update in. I have been driving the car and tuning the engine. Right now, I have the disrtubitor curved and set for 16 degrees initial and 35 degrees total, plus about 7-8 degrees vacuum advance. Idle vacuum is only 7-8" @ 900 rpm, the altitude here in Denver really hurts vacuum numbers, but the engine does not sound choppy. I don't recall the jet sizes I'm using, but it is leaned out a bit from the factory setting, and I'm still using the stock accelerator pump cam, discharge nozzles, and secondary spring.
I had to drill 1/8" holes in the throttles to stay out of the transfer slots at idle.
The GlenRay radiator with the Mopar viscous clutch fan and reproduction shroud are working good at cooling the engine even on 100+ degree days.
The transmission clutch still slips under full throttle so I have not chassis dynoed the car.

Today I ordered a Keisler SS700 5-speed, with clutch and all the other parts to swap out the A-833. They have free shipping if ordered before Sept 21st. Delivery expected in October?

I'll have to get some pictures to update this, and let you know how the new transmission works out.

Nice build! I have one question on the crank key. Could you use the factory key and just remove some material on the bottom side for it to fit down in the slot? I had heard this was an issue. Thanks, Kevin

O/T, but these tools can be very useful for getting that edge off very quickly.
http://www.vargus.com/shaviv/

Sort of an update to this old engine build.
The original combination is nice foe a mild engine. Has alot of torque. I never got to the chassis dyno to get numbers.
Since then, I installed the Edelbrock XT EFI system, the Billet specialities Tru-Track system, and Vintage air A/C.
Always making changes, changed out the fuel tank with sump and external EFI pump for the Spectra EFI tank with internal pump, and changing out the original Edelbrock EFI controller to a modern self-learning FAST 2.0 EFI controller. Also adding 4-wheel power disk brakes.
The Keisler LGT-700 5-speed trans is holding up will, but I need to check driveline angles and driveshaft balance as I get a driveline vibration at around 100+ MPH.

Old photo of EFI and Tru-Track:

very nice