There was an old mag article that said it was for angles , this was also the time when crank stuffing was promoted. Ask yourself, if it was angles then why didnt all use it the next year and Honda would have kept doing it and none of that happened, perhaps Honda did it just to confuse everyone else.
Often the simplest answer proves to be the best and such is the case with this "adjustment" for the ring gap and still allow relevant charge amount to be induced within the relevant allocated time.
Plenty of very experienced people have tried even more different methods of improving a 2T engine by modifying the bottom end and they all came to the same conclusion. SFA benefit from anything and nothing that a good pipe couldn't overcome by scavenging. Not corking the flywheels or installing a turbo crank or changing volume as the pipe does the best job of scavenging unless you are using forced induction like snow mobiles and thats a whole new story.
Angles , volume and velocity are all nullified once the transfers are in charge. The inlet is just a method to get the charge into the engine and the bottom end is convenient for it and could even be remote like the first patent on the 2T engine. The bottom end doesn't care about where the charge came from as its a glorified metal tank with an inlet and outlet valve(piston/reed/disk). Its the transfers the head the pipe and the ignition that give performance, with the CRs its mostly the pipe that did a decent job of scavenging with a decent head design and a well matched gearbox..
