Sorry guys... Better get a coffee... This is a long one...
I appologise for the post whorishness...
Cheers

vti-2 - Vtec killer camshafts were originally designed for N+ racing applications where Vtec is banned... In any case it has drifted into other forms of motor sport because of its benefits...

The benefit of the DOHC Vtec engine is not only the Vtec it possesses for the street but the engine as a whole...
The rod ratio is more ideal than other comparable engines. The cylinder head is a great starting point. The block is very good & some of the factory crankshafts are just excellent...

Obviously this doesn't relate well to road engines but there are a variety of applications where losing the Vtec is a good thing...
Example, a circuit car needn't use Vtec, nor a drag car...
The fastest of Honda drag machines do not use Vtec... both NA & turbocharged... this is not to say they use small cam profiles. On the contrary they use very aggressive camshafts.
Trying to get your head around this or that camshaft is difficult enough for the average punter. When people who don't know sprout off on the Internet, more mud is added to the already clouded waters of people's minds...
Fact is they work; there is an application for them. They are not suitable for street use, as a Vtec camshaft will deliver superior results on the street.

kiddoDC2 - The useable rev range of any camshaft is application dependant. Furthermore it is set-up dependant. Should you have a mixed & matched set-up as most do... You will not achieve the power you could nor will you make it at extreme rpm.
To get large cams working well at high rpm is a lot more involved than simply putting them in.
A lot of time and effort must go into the cylinder head to achieve power at 10,000+rpm... This is just 1 aspect...

Havok - what you're saying is basically correct... Cheers...

Regarding revs & Vtec swap etc...
B16A turbo application with Spec C's we swapped at around 8000rpm...
B18C NA application, we swapped the Spec B's at 6700rpm...
K20A NA application, we swap the spec A's at 3,900rpm...
F20C Supercharged application, the stock cam is swapped at 4,400rpm...
F20C Turbo application, the stock cam is swapped at 4,800rpm...
F20C NA application, the Spec A cams are swapped at 4,500rpm...
This is in these particular applications...
Each engine is different; there is no pattern... Each combination is different...

Examples (re above engines)

The turbo B16 engine is this case could be revved to 11,500rpm...
Rpm limit was set to 10,500rpm, peak power was 326kw @ wheels...
Peak power arrived at 10,000rpm...
9.4:1 CR + lots of goodies

The NA B18c engine in this case is limited to 9,400rpm...
Peak power of 146kw arrived at 8,800rpm... 118kw was achieved on the low cam... 12.4:1 CR (all TODA parts)

For a road engine, Spec A's are excellent if you're on a tight budget...
If you're serious about performance you'll go bigger & use B's or C's...
Don't make the mistake of wanting C's because they are the biggest...
It doesn't work like that...
Guys... You have to realise combination is everything...
Mixing & match without experience doesn't work...
Ok... I'm off the soapbox now...
Cheers