Head bolts and rod bolts (that use nuts) are two different things. Most newer engines use rod bolts that thread into the rod itself, so those bolts would be treated like head bolts (the more thread (without bottoming out) the better. My big block stroker kits don't use rod nuts - the bolts thread into the rod itself. Almost every (older engine) connecting rod bolts (that use nuts), the studs extend past the nut - so length is a non-issue.
If you really wanted to find out shift RPM's, take engine(s) (plural) to a dyno to find out when the power starts to drop off and/or when engine blows up. Once both of those numbers are determined, then you have a better idea on shift points.
Now, with that said, that "engine blowing up on purpose" is well outside the budget of most folk - but does give you some hard numbers. Many high $$$ race teams do just this to get that hard data and also to perform diagnosis on failed parts for several other reasons. Some of these race teams know exactly how much oil pressure (or volume) to use (for parasitic loss reasons), engine oil level (at high RPM's most engine oil can be on top end) and so on/so forth.
I'm getting to the point for an engine that is going to be built to be stressed, to just put new rods in it to begin with (with new fasteners). Connecting rods are cheap when compared to unknown engine history or driven hard. Now a 318 2-bbl engine, its not worth it. They already have a built in rev limiter.
Also, if you are building an engine, the cost for rods and pistons is almost worth the cost for a stroker kit. 40 to 100 more cubic inches and to get compression ratio to a better number might be well worth the expense.
BudW