I have no intention of digging this thread up, but I wanted to interject a little engineering and fluidynamics in to answer the OP's question.
You can open up the port size to the same diameter as the primary tube on the exhaust manifold flange, and yes in basic principle it will flow more gas. However, that does not mean you will increase it's effective volumetric efficiency, and here is why... (and so it is known, this is mostly 4 stroke theory in practice here)
Almost all engine exhaust manifolds are designed to have primary tube I.D. larger than the port in the head. This larger diameter creates a ridge with a flat wall at the face of the port inside the tube that does two functions. First, with a high pressure and volume of gas coming from the port, that sudden expansion in volume creates low pressure zones that help with filling the immediate volume of the pipe. Secondly, that low pressure zone creates a swirl effect around the wall of the flange inside the tube and creates a vortex, and that vortex around the low pressure zone then becomes a high pressure barrier. That barrier effect actually prevents some exhaust reversion from going back into the cylinder, contaminating the soon to be fresh intake charge with "dirty" air.
If it helps you understand it better, think of it like the reverse opposite of having intake manifold runners a larger diameter than the head port. They create a high pressure zone that restricts flow into the chamber. Thus, port matching the intake removes all restriction into the head and giving a smooth and clear path to the valve. In the case of the exhaust, you kind of want the opposite effect between the manifold primary tube/runner and the head. The restriction at the port actually allowing better exhaust escape velocity, and causing a restriction for exhaust gas to flow back into the head.
In short, if you were to increase the exhaust port size to a point where it matches the flange side, it would be smart to actually increase the manifold and tube diameter at the head.
Now, With 2 strokes it can be a little different, because of things like expansion chambers where the idea is to try and reverse some lost intake charge into the cylinders, and having reliance on port size and position to determine how the engine runs and where it makes its power vs. a camshaft and valves of a typical 4 stroke. This is a grey area to me because I have not researched it fully. Even with said ridge of gas to reduce reversion, it would not prevent the returning exhaust wave pulse from putting some of the lost intake charge into the cylinder again. If it is more beneficial to have the flange port size be smaller than the exhaust side would really come down to the unique aspects of 2 strokes and the effects of too free flowing of an exhaust can have on chamber temps. In truth, just going off of the basic intake and exhaust flow charecteristics of a 2 stroke engine, in some ways it seems you would want the opposite of the principles behind a 4 stroke to work in your favor, especially on the intake side.Since 2 strokes are relatively unfamiliar to me, this is my disclaimer due to ignorance on the subject.
Hope that helped you understand or make sense.