What dave said is true.. but on some of the readouts.. you can possible make more power doing just ls/vtec.. rather then supercharged ls.. it'd be better anyway..

"In terms of rough setup, I'd switch to the VTEC cams at around 4500K and to be super-conservative about engine longevity, I'd limit myself to about 7800 rpm, despite the rod bolt upgrade and bottom end reinforcements."
-This is correct but building ls/vtec would require some internals to be worked do the fact the rod/piston ratio on vtec in a ls motor wouldn't work if you were to say use ls rods and gsr pistons or itr or ctr.. doesn't matter you would make more power and possible have longer life, make sure you save some money ont he side to upgrade your head studs and rod bolts.. THIS IS A MUST ON THIS SETUP..


"Specifically, I'd replace the factory rod bolts with ARP bolts, upgrade to the GSR oil pump and install the GSR's crankshaft main bearing girdle. All of these modifications will help maintain reliabilty at high-rpm use."
Stock ls/vtecs should have no problem reving out to about 8200k if your using a gsr head, b16 heads i wouldn't take pass 8000k, i'd suggest leaving the gsr oil pump stock no need to change that cause alot of people are still making 300+ whp on stock oil and water pumps.. it is a safety issuse but not a must.

"Then how the heck are you maintaining the correct air/fuel ratio?
Which supercharger are you running? JRSC?.."
JRSC makes a programmable ecu FMU..
Just switch heads and get the supercharger that bolts up to the vtec head if the ls one doesn't bolt up and get the JRSC FMU for the vtec and u'll be setup, its setup basically to run straight out the box.

Great info all around tho, that is my two cent.