[Jeff Chambers]

How do you do that, or is it one of those secrets that I will have to do some digging for?

There's alot that goes into being able to do this, the first of which is competent engine building with exacting attention to detail. You won't get there with any production line engine building IMHO.

Cam design plays a critical role as well. Not just the usual duration, CL and lift issues, but ramp rates and lobe profiles are more important. I've got similar duration cams with significantly different profiles where one cam launches the lifters at 6000rpm but yet I can spin the other to 8500 without floating anything.

Spring packages. I'll often try four or five different spring packages before finding the spring package that works best. Again, seat and open pressures are not the only factors. Different spring materials, windings and springs in general react differently. Some springs work great with hyd rollers while others are meant specifically for flat mechanicals. I'll also swap springs out on the average of about every 30 passes and lifters about every 60 passes. There's nothing wrong with either at this point, but its cheaper to maintain the valve train than it is to reconstruct a failed motor. This is why you'll see several sets of lifters and springs for sale on my website all the time.

Valves & heads. Reaming and honing valve guides, and replacing the valve guides at the first sign of wear is crucial. Got to keep those valves running true. The valve job also has an effect on whether the valve will land softly or bounce off the seat.

Valve train. Attention to detail is key here. Perfect alignment and geometry is a must. Slight changes in geometry can have a huge effect in performance.