What would be really beneficial is to hook up vacuum gauges in various location in the intake tract - say in the air intake before the throttle body, in the plenum, just before the injector and in the head runner. That way you could get a really good look at the more and less efficient parts of your intake tract. If you have a high vacuum reading where the intake bolts to the head but a lower reading in the plenum then that would tell you that there is an obstruction between the two that needs attention. I have done similar research on my flowbench using a small probe to determine lazy and active areas of the ports. It's a good way to learn how air moves.

If you do the simplest thing - hook up a vacuum gauge to the intake plenum - and follow the vacuum readings at WOT as you go up in RPM, it should stay at zero. If you start getting vacuum more than 1 inHg or so in the plenum then there is a restriction, generally at the throttle body and you need a bigger throttle body if you plan on driving at that rpm.

You can also hook up a vacuum/boost gauge to your crankcase if you run on the ragged edge of detonation. If you notice a sudden fluctuation decreasing vacuum or increasing boost in the readings then the rings are most likely fluttering from detonation and it is time to lay off. Some people even have a warning light set to go off or a nitrous kill switch if the reading gets to a certain level to save the engine.