Whats really crazy is that the whole plan was probably to update the whole engine mount system to the normal F100 Big Six frame insulator.
What never changed was the line up with number two frost/welch plug.
The way others like
dayman have done it is to angle the mount from the spring tower.
That allows the mount to be further appart to make the 11 inch clearance between the left and right block mount holes on the 250, verses the 9-1/8" for the 200.
69 250 engine mounts were center percussion, but so were the 1979 Fairmont mounts. SAE papers described how they worked, they were subject to a patent back then.
They still line up with the second from front frost/welch plugs like all US small sixes, but they changed the position of the engine mount in section, and everything from 1969 onwards went to a new type.
Comparing Howards (
66shelby) posts to Woody's (
Parkwood60) shows the exact same thing...the mounts moved forward one group of transfer line bolt holes compared with the 1960-1968 Ford in line small sixes.
Aussie Falcon couldn't make the stock 1960 Falcon project was called the XK 2000 series by Robert McNamara; the engine mounts dating back to 1960 just didn't work on the Australian roads; the engines used to fall out after rough road washboards broke the mounts and insulators, so they changed to a different type with the XM Falcon 1963. They added another bolt to it in the late sixties.
This is how it looked by 1971
So any Aussie block has the insulator offset half the transfer bolt spacing as per the diagram below.
The Aussie mounts are very handy for fitting small six cylinder engines to Fox bodies without having to use the V8/V6 or 4 cylinder short horn K members. Grab the stock frame insulators, and bend the bolt hangers 90 degrees to the flat position, and the two bolt holes line up with the rear hole on the V8/V6/4 cylinder mount perches.
