I've got a suspension analyzer but I've never used it to design new pick up points for a rack conversion. It isn't really designed to do that but you could plot them out and see what happens to everything as a result, which could give you the direction of where to move things to keep geometry reasonable. You then have to be able to transfer those measurements into the steel of the car front stub. Its not impossible, its just a lot of work for little reward. It would also require parts that are not available on the open market, which is why there is no kit to do this and all of the coil over conversion kits start from scratch with GM or Ford spindles and related parts.
Doing this while retaining the stock spindle would require custom steering arm to retain ackerman. This arm could be made to accommodate the upper mopar ball joint since it would be imposible to build one with an integrated ball joint like the stock unit. There isn't an aftermarket lower control arm made specifically for mopars to utilize the upper ball joint in the lower position, but 73-80 B body arms might be able to be made to work. There are some circle track arms that use the mopar upper ball joint in both upper and lower positions that might be able to be used. But back to the steering arm, it would be required it to be outboard of the brake rotor which could result in rim interference depending on length of the arm you want for steering ratio and depth of the wheel being used.
Relative to the B body arm mentioned above, this may require new, shorter upper arm to maintain caster/camber relationships. If you have never measured them, A body lower control arms are actually longer than B body units. While there is not a selection of various length upper arms on the market, use of SPC units might allow this to work since they are a turnbuckle design.
Once you have a rack in front of the spindle, you may then run into strut rod interference depending on location of the rack. You could position the rack up or down to reduce this, but that could impact travel one way or the other and may require differing length rack ends to avoid the interference. Changing the length of the ends will have an impact on bump steer through suspension movement which could get really squirrely. Of course, the solution here is to alter the strut rod. If you shorten it, you now are introducing more extreme angle changes through range of motion. You could lengthen it to avoid that but may not have a structural point available to mount it ahead of where it currently resides. Ma already made these pretty long to reduce dynamic changes through the arc of movement. You may be able to mount it on the trailing side but this will require swapper the lower control arm side to side, if using a stock arm, to maintain the strut angle. Even if you use a fabricated arm to customize the strut location on the arm, you still need to find a rear anchor point that will minimize changes in one direction of the other. This may require it to go right into the frame rail which is more cutting and fabrication.
Of course to avoid the strut issue, you could convert the lower control arm to an A arm style like Reilly or XV. This avoids the strut issue, but you now need to create mounts for the A locations that will allow it to move up and down in parallel to the upper arm without introducing angular changes through the range of motion. This is a challenge because of the forward bias of the K frame does not provide a rear mounting location for the A arm which could result in a very long and over-leveraged mount if you try to hang it off the K frame., which you have to do because there is nothing physically in that location if you remove the pitman and idler.
So after looking at all of these changes and how some of them can be almost irreversible should you ever want to go back to stock, you can see why the aftermarket has simply created a clean sheet design for good geometry R&P utilization. Doing this also allows you to clean up some of the OEM shortcoming of the mopar design. While it was great against its contemporaries, it can be improved upon with what is available these days.
