During the development of an engine, always keep in mind the intended use.
In my instance, which was to be drag racing only, I knew that the transmission shift point would be somewhere past the peak HP level. In my case, 450 to 1,000 rpm past the engine's peak HP rpm. This is done to maintain the highest average HP level throughout the track run. This shift point is different in every case depending mainly on how quickly the HP level drops off past peak HP rpm. Since I had picked a maximum redline rpm of 7,800 rpm, I would need to adjust all my engine specifications to obtain a peak HP level at somewhere around 6,700 to 6,900 rpm. The crankshaft stroke and camshaft specifications that I picked for the engine put the upper limit of the target intake air speed (discussed in previous post) at about 6,750 rpm. Notice I said crank stroke and camshaft. Actually, it was a matter of matching stroke, cam specs and rocker specs (ratio), intake runner size and dimensions (degree of taper), intake plenum size (pulse tuning or not), exhaust primary tubing size and style (straight, 2 steps, 3 steps, equal length, staggered lengths), exhaust collector size and style, and turbocharger turbine housing A/R ratio. Every single breathing system of the engine optimized, around the heads abilities or shortcomings, to achieve a maximum HP peak at 6,750 rpm. The camshaft needing the most attention because of the perceived shortcomings of the M&A heads. Mainly, the small valve size.