Aight i'll give ya some short a dirty answers. I'm on my way to work, but i'll get a bit more detailed after I get to work.

1)LS engines have no aversion to being revved, they just don't make power in stock form. This is mostly due to cam profile, LS cams are only slightly more agressive than DOHC VTEC low cams. If you've noticed above about 6~6.5K you LS falling on it's face, that the cam profile mostly. Another thing to consider is that most naysayer will tell the the LS' rod stroke isn't good for revving. A GS-R's R/S ratio isn't but 1.57 against the LS' 1.54.....And GS-R's rev to 8K alll day long. Forged internals, balancing, and a proper valve train and you can safely twist the LS to 8500, higher if you've got the balls or the ability to makepower that high. I run mine up to 8K.

2)Only down side to bigger bore is that you can't go above 84~84.5mm. Some will say it reduces your ability to rev, due to the fact that you're adding more rotating mass with the large bore pistons. However I just don't see it on a built engine, that has been balanced and spec'd out right.

3)8.5:1~9:1 compression is the sweet spot for boost and tunability. Higher compression does yeild more more, but also a much smaller tuning window to prevent detonation. I was gonna run 10:1 compression on my engine and make some serious HP numbers of low-moderate amounts of boost. However for a street driven car that presents the problem of keeping the detonation down and various other tuning issues.

4)Honestly you can hit 250whp on a stock LS block and about 10~12psi of boost on a decent t3/t4. Many people have run 10~12psi on stock block LS's for a very long amount of time. If you keep the LS tuned right it'll run almost indefinately at that level of boost. For some reason LS's take very well to boost. I know a very respecable tuner that has/does run 20psi through a stock block LS for a good while now.....

Also I do run a girdle on my 2.0L LS

5)LS haeds have got be the absoulte worst flowing of the b-series. A very minimal gasket match port job on the intake and exhaust makes a very big difference. A full head work-over would make an even bigger difference. P&P helps out a lot on the LS heads, 'nuff said.

6)Turbo cams are a sketchy thing, there aren't really any out there that have been dyno proven with results. I run a custom set of high lift/low duration cams, but thats just my choice. Any mild to moderate N/A cam will make more power than the stock LS cams......that suck ass

Fire off any more questions. I've been here for a long time, I just dont post much any more, but I lurk around.