One of my favorite engines from back in the day. On limited dirt tracks, it would hold its' own with 302" SBFs and SBCs.
Sounds like you are doing a mild street build. With the OEM iron head, they respond pretty much like any other of a similar bore and stroke. The inline config makes the turbo plumbing much easier than V-type engines.
Assume you have milled the head and block and installed good hard exhaust seats and stainless valves. That is the one weak area when using lots of turbo. Also, consider a crank-triggered ignition.
This recollection goes back to the dawn of time, but IIRC, to help the head and gasket hold the boost, we tapped the head bolt holes with a bottoming tap. Then, we spot-faced the bolt head area of the head to take a hardened washer. Stacking everything up, we measured washer, head, gasket and hole depth. We got corresponding length head bolts from ARP. (NO, you don't want head studs on an inline six. The one guy who tried it, took a cherry picker hoist and three guys with pry bars to remove the head.) This also reminds me, main studs and a line hone are a must for serious boost.
Just for shitz-n-giggles, search out some of the old Hot Rod Magazine Engines Annuals from the late '60s/early '70s. Ak Miller was building some of these for Ford. I remember detailed stories on several.
Studebaker-Packard V8 Limited