That's what I'm planning on doing, port matching the thing and aiming for 170hp.
You need to be careful around the bolt clearances so that you get no overlap when fitting back together.
When you start make your self some datum edges, preferably get someone to mill some flats across the intake assembly as this is piss easy. Also its good to sleeve the head studs and ream out the holes in the manifolds to ensure accurate location, once you have done this leave the studs in as they are your datum.
In principle its best to match exactly the joins but in life this is very hard to do without getting proper workshop, if you have to step out .25mm per side to ensure flow path does not get any interruptions due to inaccurate datums then that is the best route to take.
Makes sure you pay attention to fitting the gaskets as this can ruin gains if they interrupt air flow.
You should be able to go from the flange where the TB joins the inlet to the first join then from there to the head, then head to exhaust manifold. cant remember how the ABF downpipe joins the manifold but the KR had a few mm which could be opened up and improved.
TB can be easily de humped and enlarged at a later date.
I would avoid messing with the head and a dremmel, unless you know where to remove and what shapes you need.
I have wrecked loads of CVH heads with an air grinder
