Yes, I think that context is important here. F'rinstance, my Kingair doesn't get to those sorts of speeds but we have a changeover altitude where fuel flow becomes either more important, or less important, than ITT. In the tropics, where I operate, if I'm flying at or below 18,000 feet (our transition altitude is 20,000 feet, in case you're wondering), ITT isn't critical in normal two-engine cruise, but fuel flow for optimum ITT is above our "magic" value of 300 pounds per hour.
Thus, we operate at 300 pounds per hour, indicated fuel flow, and accept the lower ITT.
Above 18,000 feet in normal two-engine cruise, ITT becomes important, so we fly ITT - plus or minus a bit to match N1 of course - and happily accept a lower indicated fuel flow value. Thus, 18,000 feet is our own version of "changeover altitude".
Having said all of that, I guess the intent of the original question has most likely been met by John_T amd BIK.