It helps to have a good starting place.
Most great automotive happenings require three things
1) spare time
2) pieces lying around the garage
3) a desire to try something different
In this case what lurks under the silver bonnet is not Weber IDEs, not a turbocharger, and not a GM throttle body but an Eaton supercharger.
Drawing through a flow-enhanced Weber DCOE and feeding a six port intake the system create Right-This-Second power without the lags inherent with a turbocharger
The major issue not present with a turbo is one of belt alignment. The serpentine belt must be very precisely aligned with the crank pulley.
Despite a lack of the normal accessories found on an L-67 3800 such as the donor, the stock idler and tensioner rollers were able to be used.
The exhaust is "interesting" and was the result of the pipes on hand. With a supercharger, the exhaust will occur but is best to be as free flowing as possible.
Often a supercharged engine will be optimized for the exhaust since that is the limiting function so long as the intake does not enter a sonic state and go into choked flow.
Here the control of the clearance on the belt is critical to remove the possibility of interference between the blower belt and the fan belt, both of which can develop standing waves.
Real world estimate: 230 hp from 190 CID (3.1 liters) Right Now - No lag.
Possible change: gear drive or revised idlers to remove need for a reverse rotation engine.
The result: Pure and nearly unending power beyond all expectation for the Corvair six.