First, worth noting is that the standard 990 is not really tolerant of over-revving, as some here
learned the hard way.
In a way, the ECU's rev. limiter is kind of it. Unlike most bikes, the 990's power peak doesn't plateau and then go down until you hit the limiter. It keeps going up almost to where the ECU's limiter cuts you off. LOL - on track, I've used the 990's rev limiter as an ersatz "quickshifter".
First, I don't know why anyone would care on the street - the only times I've found shift indicators useful are on track; on the 990, given that the bike doesn't really peter out up top, even less the need than say a stratospherically revving I4. This is why you won't find much on this topic on SD.net.
Around town, the real value of the LC8 is in dipping into its well of torque, which really peaks at what - around 7300 to 7500 RPM (?). Few will rev the LC8 even that hard around town, that and the torque "curve" is so wonderfully flat, you can just shortshift it and have a stupid good time if you keep the throttle on. I mean you're only a few ft-lbs (N-m) off peak at 4500.
I guess if I were inclined not to run the engine up to the limiter on-track, I would set the indicator to where horsepower starts to flatten some: ~8500 RPM. That allows you a little headroom should one be in a situation where they don't want to shift because they want to get around someone and need to keep it on the boil to do so.
While these are for stock bikes, maybe you'll find it helpful in deciding:
