can't really compare nitro engines as the sheer volume of fuel that passes through the port is considerably more than the rest of us see. They design their ports (in this discussion) such that it fits the rules. Fuel? Those things have so much fuel going into the engine, that they are very very close to actually hydraulic-locking at full throttle. If an exhaust valve pushrod comes off or the cam breaks, it does hydraulic and then big boom usually results since nitromethane is a monopropellant and is sensitive to pressure. Beckman can tell you all about this.
In my limited experience a forced induction engine responds well to porting. Air is forced into the throttle body. It "stacks up" at the restrictions on it's way to where it needs to be in the cylinder. Thus if one can remove or at least alleviate restrictions, they can generally run lower boost levels at the same amount of power.
That's how I have thought of porting for boost, improve the restrictions.
I would like to know how the popular 2003 cobra and all similar Ford supercharged engines do so well with the super tight bends in the air path. The blower forces air straight down through the IC, but then it has to turn about 180* to go back up to get to the head ports. Then it turns right back down sharply into the head ports. I figured from that, that the pressure is a much bigger factor than the tight turns.
Does opening up those ports anywhere around the tight turns help much at all? I thought this might be the subject here. I've chosen the 302 TFS R lower to build my blower project with, instead of the common GT40 lower, and with 315cfm heads instead of mild heads with flow in the low 200's. Is it worth much more to invest in the porting, the flow, or should the money go into the blower size and IC to lower IAT's?
