The calculations are relatively straightforward for determining unloaded RPM with battery voltage and motor KV. In most practical terms, batteries will never be producing rated full charged voltage in these scenarios (quite often much closer to 3.7-3.9V in actual wide open throttle scenarios on fresh charges - and this is as the props unload allowing the battery to recover slightly), and the actual achieved RPM will correspondingly drop.
There are additional pragmatic considerations that need to be taken into the initial consideration, the most important of which are what propellers are to be used, and what stators are going to be paired with those.
The largest driving consideration is one that makes intuitive sense, but the primacy of it isn't necessarily intuitive: it is that higher KV motors enable (but do not require) larger wattage draw from the battery as an overall system. Higher KV motors will convert this power into thrust, and have much greater top end capability, but the cost is always battery amperage in each given case, and particularly where thrust grows as a relationship to RPM^2, this current draw growth (and eventually additional thermal resistance losses) are what becomes the limit. Battery chemistry and its interaction IS a known quantity, but the non-linear relationship and multivariate response to this makes it challenging to usefully estimate.
Practically, the reason not to run the lowest KV possible is that the flight dynamics benefit from having overhead for demanded thrust and additional ability to modulate the overall thrust available without reducing thrust from the other [N-1] motors to retain attitude control. Particularly because these edge case limitations occur when demanding maximum performance (or else the craft will crash), overhead is basically always desired, but the cost of this overhead is quite often the ability to push the overall powertrain to very high exertion points, which reduces flight time and part life.
In racing considerations where maximum speed is going to be tied to a practical limit (i.e. where additional speed is unlikely to be gained through having additional motor RPM possible at higher KV, but the props or battery will not sustain that), there are some quick guidelines.
General RPM targets are about 38k RPM for 5" quads, which grows towards 52k RPM in high speed 3" quads, and drops into the 26k regime
While this isn't a hard & fast rule to be followed, and quite often optimally performing racing setups will exceed these values, but with very specific goals of maximizing responsiveness in instances where the motor RPM isn't at redline, but to maximize available thrust and responsiveness of the powertrain in mid-throttle high load situations common in racing courses.
The other key trends to consider are how stator dimensions and props interact. Lower pitch props obviously benefit from higher RPM, and can produce extremely precise three-axis control through maintaining higher RPM while gaining better thrust resolution at each corner, but the cost is typically small losses in efficiency. Higher pitch props, somewhat paradoxically, are often more efficient when paired with lower KV motors, though the result if typically slightly damped craft response in propwash environments.
Stator dimensions and the propeller chord (thickness of blades) also plays a significant response - lower surface area props paired with taller stators respond very well with a smoothed linear response and make use of the taller stator tendency to work well at higher RPM, while thicker chord props paired with wider stators do a great job of managing the extra rotational inertia of the propeller and produce a remarkably smooth response across the most typically used thrust band.
Ultimately, being able to visualize a histogram of throttle inputs can help determine this significantly - something that spends the majority of its time in the 30-60% throttle may benefit from lower KV and/or lower pitch props, but to retain the grip selecting higher effective surface are props work extremely well. For something that spends lots of time above 60% throttle, higher KV despite the drawbacks makes sense, and pairing that with taller stators and thinner chord props can regain some of the responsiveness without making the current draw excessive.