Did the cable break internally or the gear wear become too much for it to contact the drive gear on the trans output shaft? The existing gear would be identified by color and number of teeth. The tooth count might be stamped into the gear near the shaft, sometimes. Might also be available through the aftermarket or a trans shop rather than having to come from Chrysler specifically.
When you remove the driven gear from the trans, look to make sure the drive gear (on the trans output shaft) is still anchored to the shaft with its metallic clip or similar.
The cable will be specific as to length, BUT due to the architecture of the engine/trans, those lengths might well be pretty common with C-bodies up to '78 or so. Reason I say that is that in the earlier '70s, when the national speed limit was decreased to 55mph and cruise controls were being installed where they didn't come from the factory, I went to the Chrysler store where I was in college and asked about installation on my '66 Newport Town Sedan. The dealership tech knew what I was wanting to do and said the then-current ('75) factory cruise kit would work just fine. Only thing was that a little more clearance would be needed behind the current turn signal switch so the wiring from the stalk could clear it. I later looked at a new Chrysler and the dimensions for the whole factory installation looked like they were the same dimensions as my '66 Newport had (383). The dimension from the cruise transducer on the fender apron to the cowl and head might have been very close. The dimension from the transducer to the trans would have been similar. Don't know that engine size would matter in this deal, as it's more body architecture than engine architecture. Where the engine would matter might be on the actuator cable from the transducer to the carb, I suspect.
Let us know how it turns out,
CBODY67
Amazed at how much quieter it all works now.
