A couple things about that list really irk me.

One of the most significant things is the head. First, where are you going to get a B18C5 head for $500? I got $590 for a stripped B18C1 head I sold about a year ago. Second, why are you getting a Type-R head if you are going to replace the guts and port it? You might as well start with a cheap-o B16A head, because you'll end up with the exact same thing.

Below that, the labour charge of $250 to prep it for LS/VTEC. That's bull. All you need to do is tap and plug one hole, ream two holes, and unscrew a plug.

At that, I don't see an LS/VTEC plumbing kit in there. Add on about $120 +shipping.

I fail to see the need for a Toda oil pump.

I've heard bad things about those Total Seal gapless rings, too. I can't remember where or in what context though.

I should also mention that those cams are a bad idea if you plan to boost. Similarly, those pistons are a bad idea if you are staying N/A.

In short, if I was spending that much cash I'd be pissed if I didn't have some nice Crower rods and a Z10 block girdle. It sounds like a solid engine, but not $5k solid. If you want something nice and easy, get a B18C1 and drop in a B18A/B or B20B/Z crank along with some Crower rods for a B18A/B. That will give you the same 1834cc that an LS/VTEC will, plus you have a real VTEC block with oil squirters, the proper factory oiling system, the ability to accept unmodified VTEC heads, and a factory block girdle.