If you can rev an LC/VTEC as high, and as reliably as you could a B18C, the LS/VTEC would have the advantage, hands-down. That said, your typical LS/VTEC usually can't rev as high, or as reliably as a B18C. Unless I had an LS/VTEC that was built with VTEC oiling components, and a properly installed block girdle(not just simply bolted on, but properly doweled in place, a la the stock B18C girdle), I wouldn't feel comfortable taking it past 7K or so. Sure, it'd be fine if your bottom end were perfectly balanced, but usually that isn't the case. Also, unless you're pretty good with machining work, it's going to cost quite a bit to get a girdle(stock B18C or Z10) properly installed with dowel pins. With that amount of money, you good probably pick up a GSR block, stick an LS crank and rods in it, and you'd have all the advantages of the GSR and the LS/VTEC. You'd have the stock reliability and revability of the GSR, along with the longer stroke of the LS.