You're correct- we're turning some pretty good RPM with this setup. Peak power is coming at 7000rpm, and then the curve beyond the peak is very favorable, we're only down 30whp by 7700. So, the shift point target is 7700rpm, which gives us decent shift recovery into the next gear.
I've got a valve-train setup that should be very solid and well controlled out to 8000rpm+ as a little buffer for over-revs and all the stupid stuff that happens when the TCM doesn't get the shifts right. In this case, the TCM in this car is the computer between my ears as this is stick shift, it can be very unreliable.
The valvetrain is Johnson ST2116LSR link bar short travel lifters, Comp XD-A adjustable length push-rods, Comp BSR Max Lift shaft rockers, and PSI 1513 valve springs. It might be approaching overkill, I have a soft limiter come on at 7700rpm, and the hard limiter is 7800rpm. But on the other hand, if you miss a gear and give this a determined throttle stab you're NOT stopping at the limiter, the acceleration and inertia is going to take you easily to 8000-8200 depending on how quick you get out of it.
Without giving away all the upcoming release details, let me tell you a bit about the "Max Package 2.0". Years ago we used to offer an LS7 heads/intake and cam setup for LS3/L99 cars. It worked very well, and would make a little more power than a good LS3 heads/cam car. But it had some compromises about it that we weren't totally satisfied with. So, we redesigned it.
The new version, we're calling it Max 2.0, uses a Brodix BR7 casting (aftermarket LS7 head) which we do our own finish work on to set the port size/profile, and valve sizes to what we think is about perfect for the bore size of an LS3. It's a 12* valve angle, which helps us run both more camshaft and less combustion chamber (more compression) than you can with a stock bottom end and LS3 heads. 1.8 LS7 style rockers, LS7 ports, all the goodness of that head design but for the bore of an LS3.
It pairs with a few different LS7 intake manifolds, we have the LSXR on my car, but a hi-ram is always an option, and an MSD Atomic can be made to fit with a little clearance on the manifold. 103mm TB is the way to go with any of those manifolds.
Using the LSXR intake and simply bolting it on should make about 10% more power than a SS4 NFC/ported LS3 heads/stock intake car. Flycutting to add some more compression and then running a hi-ram can take power levels up substantial more. It's more costly that a cam and set of ported stock heads and intake, as any time you get right out on the edge of truly max effort stuff and diminishing returns, you're paying more for those last bits of performance. For the guys looking for max effort NA stuff in a true bolt on package without touching the bottom end, it's a killer option.