I agree entirely~ it is even more logical to say that it has been done this way instead of that because of pure business reasons. Technology will always advance but novelty will not and this is what car manufacturers are enticing buyers with~ by giving is the tip of the iceberg rather than the whole iceberg it self.Aiyor. Basically:
CPS utilizes an additional cam lobe to alter the cam duration and valve lift. Basically the same method as MIVEC and VTEC (eg. cam changes from 240 degrees to 288 degrees when VTEC activates. Valve lift also changes). However Proton merely designed it for normal and street use, think of it as a D15B VTEC (1.5 SOHC) level of performance.
There's nothing stopping Proton from engineering high performance camshafts coupled with engine tuning utilizing the same technology. Just a different implementation. Of course R&D will be necessary to ensure reliability, but its a very simple principle.
The Honda City's VTEC is the same technology as the Type-R's VTEC too, just different implementations. So you guys should only start comparing it to B or K series or even MIVEC engines when Proton releases an all-out "Type-R" CPS.
VVTi/DVVT/VANOS is a completely different idea, its basically an automated adjustable cam pulley that continuously adjusts itself to suit the engine RPM ranges. Cam profiles remain the same at all times, just the phases (ie: cam duration) advanced or retarded according to the ECU.
VVTL-i and I-VTEC implements both principles, so you get the best of both worlds.
By the way they also need more money to fund the development needed to come out with a more powerful variant~ so for now the CPS marketing strategy is spot on.... plus I am one of those suckered to place an order for one. But I am not regretting it.