No joy fluke-ing the BA rod swap. Doubt it will work as a 'Saturady morning drop in' without running a bearing.
The only way to be sure is grab a wrecked AU engine, and trail fit the stuff to an existing X-flow.
Piston wise, you basically have to find a stock 3.68 or 3.71" diameter piston with a 1.365" compression height, and a 0.9112" wrist pin. There are none around without getting into big bickies, I've checked. Plenty in the Subarau/BMW/Porsche size, but nothing cheap in the 93.3 to 93.5 mm range which fits the bill. The piston to use will have to be customised to suit. :x
Back to the crank and rods. You have to start like with like in the same manner of a newly machined AU or BA. A quick check with plastigauge with a BA or AU rod fitted to an XA-XF crank will most likely show you that each rod and crank pin combo needs to be matched. The bearing crush and recommeded sizes will be different becasue the AU/BA crank is much stiffer, and designed to run a different grade oil, at different pressure, than the X-flow
Not 100% certain regards the oil gallery chamfer in the X-flow crank verses any OHC or DOHC crank, either. They should be basically the same, but the radius on the crank counter wieght to crank journal will be rolled on the AU/BA, and a slight miss-match could screw the stock rod bearing.
All Ford I6's since 1960 have had under piston 'splash lube' via a 60 thou hole, but the BA Turbo has an additional drilled hole for pressure lubing the under piston. However, both BA items have the same part number. It's only the Typhoon and Toranado Turbo's which have the factory 'goats knees' rods.
Lastly, the 6.06" rod basically requires a piston of EA to EL height to fit the X-flow. Remember, all OHC engines are 160 thou shallower, meaning all OHC rods are at least 160 thou shallower than any X-flow rod. The OHC's run a 68 to 48 thou smaller bore.
The AU-BA engines had a further 180 thou lopped of the piston thickness, so they are a massive 340 thou shallower than X-flow pistons.