The Schumacher mounting brackets offset the rubber mount to fit the existing holes in the K-member.  Notice that the biscuit insulator is the pre'73 A-body type (also used in trucks), rather than the B-, E-, and C-body tab-style mount bolted to the engine here.

The Schumacher instructions state that the left engine-mounting pad on the K-member will interfere with the oil pump, and it does (arrow).  The instructions have details drawings on where the pad needs to be trimmed for clearance, a five-minute job with a cut-off wheel.

On the driver side, clearance is more critical, with the main problem being interference with the steering column (arrow); it won't fit with the B-body manifold.  It could be made to fit by shortening the column jacket and moving the shaft support towards the firewall (leaving only the inner shaft from the firewall forward) to gain the required clearance, but it would still be a tight fit.  We've seen this done successfully in a low-deck installation, but we decided to abandon the manifolds in favor of the Schumacher headers.

Factory A-body big-block manifolds are a pricey, swap meet-only proposition, so we experimented to see if a set of B-body high-performance Magnum manifolds would fit.  On the passenger side, the heat riser hardware wouldn't clear the right inner fender.  We prefer to eliminate the heat riser anyway, so this is not a problem, but even the stud and shaft hit.  Low-deck blocks will have more clearance.

Installing the Schumacher headers was cake;  we just lifted the engine and slid them over the factory head studs.  Notice how the tubes curve inward away from the steering shaft.  These headers are designed to work with either power or manual steering.  On the right side, clearance to the inner fender was greater with the Schumacher headers than with the relatively flat stock manifold.

The offending protrusions can be quickly ground back, giving ample clearance on this side, even with the wider 440.