Don't be an assmallet when someone informs you of proper post etiquette and you may get even more responces still.

There is a reason DOHC VTEC heads use a radically different valvetrain design that the LS heads. LS rockers are reportedly stable to about 8500-ish even on a beefed up valve train(springs/retainers) anything above that and you're prolly playing with fire. The valvetrain just wasn't designed to rev that high. The mechnical leverage of the LS rocker arms is higher than the VTEC rocker design as well, that just places more stress in general on arm itself. Which may or may not be an issue depending on your intentions...but but its just info thats handy to know.

And unless you've got a ungodly N/A cam, you'll not need to rev to 9k anyways on an LS engine. If you're worried about revving the piss out of something and having it hold together then go get a torqueless wonder.....er I mean B16. Since you've mentioned F/I as a power adder,using a cam with enough lift and overlap to make power @ 9k would be very counter productive to a street driven LS anyways. I'd like to state that the LS head isn't not so much limited by it's port design, albeit a lower flow than it's VTEC bothers. LS cams are more the downfall than anything. I'd recommend a set of mild/moderate Crower N/A cams with beefy springs and retainers. With just a touch of port work if you feel the need, a simple gasket match port job works wonders.