Thought I update this slightly. There are a few of these on cars now and one of the 301 TTA guys has upgraded to the TE-62 DT. If you expect that all you need to do is upgrade the turbo to a larger one you will need to do some other changes. The torque converter will need a higher stall as well as some tuning on the carb. If you go with the TE-62 DT then you will need a 3200 stall converter and if you just go with the TTA compressor and 86-87 turbine and housing then you'll need a 2600-2800 stall converter. This will allow the turbo to spool properly. The TE-62 DT on a 301 TTA requires a 2800 stall or it will be slow to spool. To see what the stall speed of the converter is, put the car in gear while holding your foot on the brakes as hard as you can. You will need a boost gauge to do this. As you press the gas pedal down watch the boost gauge until it gets to 0 boost/vacuum. Look at the tach and this is the stall speed. On a V6 car this usually will be 300 to 500 RPN's below the rated speed, since most converters are rated for a V8.
One addition to adding performance it getting a J&S controller, which can be used to control knock issues much better than the stock system. If using a 78 to 80 model design it will take the place of the turbo control center, and if using any of the 81 to 83 units you can adapt it. The J&S boxes come in different versions so you can pick a basic one or a more advanced one that will let you do timing staging for each shift of the transmission. It also can retard timing per cylinder rather than all the cylinders like the stock unit. That means if you have only 1 cylinder that detonating it will retard only that cylinder rather than all of them.
This means you can also run more timing like the IC cars can as well as boost.
