relatively low timing numbers is actually beneficial so long as you have the heat (i.e. pressure) to make a complete burn (100% never happens though)...constant volume combustion is a wonderful thing and actually makes for higher bmep as less imep is lost with advanced timing (lots with rod ratio and bore sizing here too).
Yes, both intake and exhaust manifolds as well as port design and cam design all need to be addressed in a high revving build. Bore size also should be addressed too. Instaneous piston speeds and accelerations should be known to design your cam so those are already considered in this case.
with those rpms don't forget you get into the nitty gritty of individual cam lob timing if you really want to make peak power...that crankshaft does twist and an events "real" timing
then of course you have the quench height/rod stretch issue to work out too.