The rods, crank, and pistons all fit into the 3.0L Vulcan. This opens up our possibilities for FORGED parts ten-fold, as the SHO engine actually has an aftermarket for it. Not only that, but the SHO parts are already strong as hell in the first place.
There is some good info for you guys thinking of a SHO/Vulcan hybrid engine.
For those of you who do not wish to follow the link:
Quoted from Ranger Forums
"SHO Crank in a Vulcan:
Auto Trans: use AT 3.0L/3.2L SHO Crank and rods.
Man Trans: use only the 3.0L MT Crank (otherwise you will need a custom flywheel/flexplate, or welded/redrilled mounting holes in the crank).
Mix and match pullies/harmonic dampeners to fit. All rotating assemblies must be balanced due to the swapping.
(Numbers are as printed in the Ford Motorsports Catalog 2001.)
Vulcan: 3.504" (cast/hypereutectic), available up to 3.544"
SHO: 3.504" (Forged Only) SHO block can accept a .122" overbore to 3.2L!
Pinto 2L: 3.575" (all versions)
Some Chevy (corp.) V-6's are 3.540 and larger
Short rods= low rpm/towing, quick to gain RPM's, but can't fill cylinders well. Need larger valves and tall (3.45:1) gears, in town, daily driver, high torque use.
Long rods=high rpm/horsepower, better at filling cylinders, less prone to detonate, more stable at RPM's, likes short (3.73-4.10:1) gears. Highway and high RPM use.
Rod journal diameters
Most all Ford and the Vulcan: 2.123"
SBC Chevy 2.100 or 2.000"
SHO: 5.780" (same as 351C/4v/HO/Boss/Cobra Jet!!)
302 (5.0L) strocker rod: 5.400"
Information courtesy of Boss 3.0 (Fred)