In the bulk of the C-body cars, with 383s and 440s, 2.76 was usually the standard gear for 383-2bbl cars and New Yorker 440/350 engines. 3.23 was usually the standard gear for 383-4bbl and Chrysler 300s (383 in the middle-'60s cars, 440 later on). The 300, being "the performance Chrysler", needed to have that "more performance" gear. My '70 Monaco 383 4bbl has a 3.23 in it, std/stock. With the standard H78-15 tire size, that makes it run a bit over 25mph/1000 engine rpm. Puts it right at the torque peak at 75mph. Our '66 Newport 383 2bbl, with the std 2.76 gear and H78-14 tires, was more like 28.6mph/1000 engine rpm, which made easy cruising in the 75-90mph range (where it felt good and seemed to enjoy things).
Of course, the 3.23 was optional where the 2.76 was standard and vice versa. My suspicion is that few Chryslers had the optional gear ratios in them whether it was the 2.76 or 3.23 that was standard equipment. SureGrip was the main rear axle option, back then, not specifically the ratio unless the owner was going to pull a travel trailer or similar.
In the B-body cars, similar orientations with 2bbl and 4bbl engines, but some of them had the 2.94 ratio instead of the 2.76. ONE thing to remember is that the smaller tire diameters on the B and A-body cars effectively lowered the total axle ratio (fewer mph/1000 engine rpm) a bit. The opposite is true for larger diameter tires, which is one reason the Imperials had their 2.94 ratios and not the 2.76 ratio as other Chrysler C-body cars did.
I suspect that most of the 3.55 gears went into B-body 4-speed cars. Just a hunch.
As for 4-speed C-body cars, from what I've seen in here, probably more now than were ever produced by Chrysler in Chryslers. Manual transmissions were more of a B/E/A-body thing as I suspect the majority of Chrysler owners wanted the TorqueFlite option. Especially when it was "No Charge" in some of the Spring Special sales promotions.
Remember, too, that it was not until the 1965 model year that Chrysler had a decent 4-speed manual transmission. The only 4-speed prior to that was in the 300 Letter Cars in a very few model years in the earlier 1960s. It had been proved that a TorqueFlite could beat a manual trans car at the drag strip (similar car, similar engine, similar axle ratio), many times over, so no real need for a manual trans when you had such a great automatic transmission. The 3-speed manual trans which was standard in the '71 Super Bee 383 had ratios which were very similar to those in the TF, but smaller engines had lower-ratio gear sets in them.
Corvettes, on the other hand, with their 2-speed PowerGlide automatic, needed a 4-speed for their best performance. The BW 3-speed was converted to a 4-speed, for them. They were finessed to the point that they shifted very easily and quickly. The later Chrysler 4-speed was not quite as smooth or quick, but stronger. The Chrysler 4-speeds usually had longer shift levers, too. By the time the Pistol Grip shifter happened, everybody was focused more on strength and image than not.
The pre-1965 Fords had a "normal" 3-speed automatic transmission. Not performance oriented, so most of the performance Fords had BW 4-speeds in them. Whether a big Galaxie, Mercury, or the smaller Fairlanes and Falcons. But that changed with the new C-6 and "SelectShift". Which Chrysler bested with "SlapStick" TF shifters in the B-cars and RWSX cars later.
Of course, by late 1964 GM had their THM400 and in '66, Ford got their C-6. So everybody was finally on the same page as Chrysler on their 3-speed automatics.
Just a little historical perspective and observations,
CBODY67
