PART A.Aussie tall block 200/250 engines, and the 3.3/4.1 X-flow variants, have the following bellhousing pattern and flywheel details:-
The pitch centre diameter of the four 3/4 inch head bolts on the back of the bellhousing is always 7.625 inches from the centre of the crankshaft. The bolts are arranged (clockwise from left as viewed by driver )
No. 1 275 degrees clockwise from vertical, 7 5/8 " outwards
No. 2 334 degrees clockwise from vertical, 7 5/8 " outwards
No. 3 22 degrees clockwise from vertical, 7 5/8 " outwards
No. 4 85 degrees clockwise from vertical, 7 5/8 " outwards
Starter is indexed at 56 degrees, and the driving gear is 6 7/8" outwards
Dowel one is at 281 degrees clockwise from vertical, 7 5/8 " outwards
Dowel two is at 16 degrees clockwise from vertical, 7 5/8 " outwards
The flywheel is often 13.385 inches in diameter, often with 160 teeth, and is started by a three bolt starter. The centre section is SBF, with around 3" flange diameter, 1.75 " inner pcd for the six bolts, and 1.375" pilot bearing as per most SBF and all US 250's. But the US cars use 148, 157 or 164 teeth flexplate/flywheels. Most are Oz equiped with BW autos, not the better C4 trans option which had a different bellhousing to the US cars, but the same trans behind it. Toploader bellhousings were avalible from the factory 1972 TC Cortinas and early 1971 to 1972 XY/XA Falcons. Castlemain Rods Shop stock a blank bellhousing if you cannot source one from Aussie.
http://www.rodshop.com.au/bellhousings.htm. T5's were also available, but are fairly rare. Never use a 3.3 5-speed behind a 4.1, they aren't T5's and will blow to pieces.
The automatic BW 35 and 40 transmissions are small, light and efficent when the kickdown is set up to factory spec, but very weak. Unless you import spares, don't bother running it. They are only three speeders, too. 4-speed autos were reserved for the OHC versions, which have yet another 5-bolt pattern whic is still not SBF. darn Aussies, why didn't they copy the US Fords?
PART B.I have measured the FMX/ AOD transmission bell, and have come up with these specs, should anyone like to build a 5/8 to half inch adaptor plate to mount one.
( I have been working on my slanted six version of the I6, but before that I had to make up an adaptor early on to fit a better 4-spd auto to my project engine. The breakage ridden AOD may not be the first choice for a hot V8 or F150 300 I6 punter unless its been modified, but it is quite Ok behind a 250 six. And cheap too).
The pitch centre diameter of the six 3/4 inch head bolts on the back of the bellhousing is generally 8.25 inches from the centre of the crankshaft, but some are smaller, equal or bigger than this dimension. The bolts are arranged (clockwise from left as viewed by driver )
No. 1 273 degrees clockwise from vertical, 8 1/4 " outwards
No. 2 299 degrees clockwise from vertical, 7 7/8 " outwards
No. 3 343 degrees clockwise from vertical, 8 3/4 " outwards
No. 4 16 degrees clockwise from vertical, 8 3/4 " outwards
No. 5 57 degrees clockwise from vertical, 7 7/8 " outwards
No. 6 81 degrees clockwise from vertical, 7 7/8 " outwards
Starter is indexed at 106 degrees, and the driving gear is about 8" outwards
Dowel one is at 290 degrees clockwise from vertical, 8 1/4 " outwards
Dowel two is at 68 degrees clockwise from vertical, 7 3/4 " outwards
For Aussie passenger cars with 351's, there FMX's ran a 164 tooth flexplate/flywheel. After the V8 returned in Windsor form, it was back to 157 teeth.These are on the lower right of the bellhousing as viewed from the car. US AOD's and FMX's shared a good deal of architecture with each other. The big bell housing 200 i6's, and all 250's used this type of placement from the factory, so as long as you remove the unbalance from V8 flywheel, you'll be able to bolt the US trans to the Aussie block. The AOD/FMX is designed to run with drive form a carnk centre section which is SBF, with around 3" flange diameter, 1.75 " inner pcd for the six bolts, and 1.375" pilot bearing as per most SBF and all US 250's. If you place a 0.375 to 0.5 inch adaptor on the bellhousing, you'll need to machine a spacer of the same depth to meet the further away torque converter. The pilot must butt up to the torque converter as it would have on the vehicle you stole the trans from...
....the problem will always be freight charges... 
......let us know what you can come up with 
