>>19735629>>pushrods can't use VVT/VVL>Stop this. Even better, cam-in-block engines are much easier to implement cylinder deactiviation on.
Cam-in-block engines have some capacity for cam phasing, but that's even more limited than most VVT systems on dual cam engines.
The Snek has a concentric cam that gives it equal-tier VVT to dual cam engines, but in the end, you're not really controlling valve timing until you can control all 4 valve events individually in which case you need separate intake and exhaust cams with variable duration lobes. Vtec and such systems try to approach this by using multiple lobes, but in the end you really need a pair of concentric cams to have true variable control of valve timing. Single cam engines are by definition excluded from those able to do so, but it doesn't really matter since no single production engine currently has full valve control.>>19733495
mentioned, it doesn't *need* more displacement, it *allows* for more displacement within the same size constraints. Displacement is not the crutch you think it to be, it is the starting point of performance in any application. Even 4-6 cylinder displacelets looking for meaningful performance try to minimize their disadvantage by boring and stroking their blocks.
If you have enough displacement to get your desired level of performance, you can just not bother with turbos which, ultimately, give worse BSFC at WOT than a hypothetical NA engine with identical power curve. In reality, the power curve will actually favor the NA engine at identical power output.
There are plenty of augmentations to displacement, which is fine, but there is definitely no replacement.