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Fun to think about having moar gearzzz.
A whole lot less fun to think of trading away transmissions engineered and built when Chrysler's automatic transmissions were among the finest, most dependable in the world, readily and inexpensively repairable on the rare occasion they need it, in exchange for a transmission with a much shorter, more problematic life expectancy and which costs hideous mountains of money to fix, let alone rebuild.
Me, if I decided I just had to have more gears, I'd rather experience relatively minor wallet-pain once by installing a Gear Vendors overdrive, knowing a big chunk of the money goes to Gear Vendors for their closely-guarded proprietary housing for a Laycock overdrive unit.
I also like the Laycock. It's possible to rebuild a J Type from a Volvo and make your own adaptor from a piece of pipe with flanges welded on both ends, one end replaces the tail housing of transmission 'X" and the other bolts to the Laycock unit. There are machinist shops that specialize in splined shafts - like for ag and industrial repairs, but that stub shaft might already be available for manybtransmissions.
A machinist on a flat fender Power Wagon forum built his own Gear Vendors type kit for Dodge 230 flathead powered WDX and WM300, but gave up in frustration , he practically gave them away. The old truck guys wanted a 1-800 support number and a parts order list, too much hand holding for what they were willing to pay. The Laycock parts are available in a cottage industry not unlike this forum. Gear Vendors won't sell any parts, but old Volvos, Jaguars, even some Jeeps used a Laycock and parts are available, mostly friction clutches, oil seals, solenoids. The Laycock is like a refined Borg Warner R11. There used to be some YT videos showing how to overhaul a Laycock - looked pretty easy.