Everything is realtive to what you can afford. Cost and also space are the final frontier.
The TC 1 Controller is a savage lock off device that comes down hard with boost.
Generally, its a Propane engine part used for big stationary turbo engines on LP Gas or Natural Gas, and its use on a gasoline turbo engine is pretty nasty, but its safe and gets the job done. There are numerous other ways of making the exhaust manifold work.
For instance, you can runa very restricted exhaust, which was Mitsubishis way of contending with boost limitiating the Starion and Cordia/ Colt turbo fours for many years. A nasty, un areo dynamic small daimeter, iirc, 1-625" restrictor plate down stream in the exhaust
A proper extenal waste gate is
always best if you can afford or calibrate it. Any kind, intehrated into the irin header, but preferably external.
A split pulse in line six cylinder exhaust was used for the later carb and EFI turbo AIT 250 engines, as well as the Mike Vine turbos, but it was cast in ductile iron, and sometimes cracked in service. Lot of extra work for engines which also had a high mount starter and steering box right in the way.
The way its done and how it should be done is explained here in some detail...
In Australia back in 1982, NormalAir Garret decided to give up on the turbo market, so a lot of over sized bigger AR turbos were around which made the aftermarket look into making what was around work. Essentially, the US company was pretty pi%%ed that yet again all its technology and expertise was being sent opff to the Japanese, like the Nissan Motor Company. To protect its intersests, it decided to target Airline companies, and stop being a conduit for having its technology and production cut into by other companies like IHI, Toyota and Mitsubishi, who decided to make there own turbos.
Advanced Induction Technology went to a split pulse inducer to make a larger turbo do the work of a smaller one. AIT's manager was ex NormalAir Garret, and he used the first of the US MicroTech controllers (auxillary non throttle body Upstream Fuel Injection using one or two CFi 5.0 EFi injectors upstream with a carbon sealed turbo. It was basically like the 7th injector Buick 231 Turbo T Type SEFI or GN/GNX aftermarket turbo systems, and later on, the verry same process used to boost the 200 plus mph Twin Turbo Callaway 'Vette).
This was used to make the bigger AR T03 60 series turbo work in situations where eveyone else was saying "it risks surge, so down size the AR". The Esprit Turbo, Austin Metro Turbo, Datsun 910 "Bluebird" Turbo were 218, 95 and 150 hosepower engines with varing sizes of AR. Essentially using Ford Carb 2.3 Turbo. Soon, thee Nissan Motor Company supplied the engine for the 1986-1988 Holden Commodore 3.0 RB 30E, and there was an optional 216 hp turbo version which used the same kind of T03, but the bigger AR one was also used first in the 1984 AIT 4.1 liter 250 cube Falcon 255 hp engine. A port EFI in line six with auxhillary Fuel injection, and an HO CFi Mustang 5.0 automatic Bosch injector upstream.
I think you should use the largest turbo you can get easily, and adjust the exhaust or induction so it comes on the turbo without surge, and that is best taken care of by improving efficency, not backing off or opting out of doing other simple modifications.
Your intake manifold is just a typical