Ah, yes..you reminded me that I did port match mine as well (for me it was waiting for the RTV to set after cracking open the AFM for cleaning). At first with a file, and later did a better job with a dremel (much easier). I did grind and polish the ends of the throttle plate screws flush with the shaft as well. I thought about smoothing the step on either side of the center section where the throttle closes, but haven't done that.
Now what would be cool if I had a method of calibrating it would be to modify a stock AFM by reducing the aerodynamic profile of the door and proportionally reducing the spring tension so it gives the same readings with much less spring resistance that has to be overcome, decreasing the restriction. And get a cylinder head and do a custom port and polish job, and, and...
I've done a few small engine heads with actually some very pleasing results, a OHV Suzuki lawnmower motor, a 16.5hp OHV briggs motor, and most fun of all...a Honda XR150 dirt bike motor. The bike was a totally different ride with the "new" head, and I also polished the carb, piston crown, and port matched the carb, intake boot, and cylinder head port. Hard work doing porting work mostly by hand, but it ran really well. I am a little surprised with the kind of sloppy fit and finish with the casting work, ect. for the bike and even the TB/manifold on the Porsche. I guess mass produced stuff just doesn't come out to high standards, and the expense is not worth the small gains for mass produced machines. I didn't expect much with the mower engines though...and there was much to be desired in their stock form
They soon became the most unstoppable mowers I've ever ran.
I'm dying to P&P a 944 head. It would be a huge project, though, since it is x4 and they all need to be as identically done as possible. I like to feel like I did something out of the ordinary that makes my car a little bit better/more unique than a plain old stock sample, even if you can't see it.