Gray(er)hawk:

1.  The engine is not a "certified" engine in the sense that it was made for
a certified airframe.  It was built for an Air Farce* drone program.
Lycoming won't even admit they built it, so it must have been a "black"
program.  The guy who built my plane (retired Air Farce) had "connections,"
and was able to buy three of these engines in the original crates.  He
re-sold two of them for enough profit that the one he kept was "free."  My
A&P has researched the engine's tech specs and cannot find any differences
between the -D1B and the -D1C in terms of configuration.  The taps available
for oil pressure and temp seem to be standard O-320.

2.  The gov is forward mounted.

3.  The builder is in the early stages of Alzheimer's and doesn't even
remember building the plane (very sad).  He flew B-24s in the big war.  Got
shot down three times!  Ended up a POW in Italy.  Forrest "Woody" Haynes...
Whiskey Hotel.. damn, got somethin' in my eye.

4.  We sorta did go back to the original configuration in that we cranked
the oil pressure back up to 110, which is just 10psi short of the original
setting.  No change.  I can't believe that swapping the temp and press
sensors back is going to make any difference, but then again, I'm no
airplane motor expert (see my response to Cy Galley).  It's interesting that
when the motor was torn down for the prop strike inspection, there was no
evidence of any unusual wear on any oil-lubricated surface.  Whatever the
oil pressure really was, it didn't have any apparent affect on the wear
surfaces.  My A&P remarked that the insides of the engine looked like they
hardly had any time on them at all (real time = 450 hrs. since new).

'Tis a puzzlement.

Q-Tip

*Air Farce - Being a former Marine, it is not within my power to speak of
the other services without some sort of derogatory comment.  Semper Fi!