You need to do more homework/testing, I think.
Today I ran the airplane up to 2100 RPM and left it there for 3 minutes with the prop knob out. That RPM certainly would have got oil up there in that long of time. Okay I think I've eliminated everything now. I very reluctantly pulled the prop and looked in there. Here are a couple photos.
http://gallery.me.com/mdcattell/100034/Prop/web.jpg?ver=12782000160001
http://gallery.me.com/mdcattell/100034/Crank/web.jpg?ver=12781999920001
Let me know if you see anything weird but it looks fine to me. There's no plugs, no rags, no anything that should stop oil from getting up there. I can look back 6" or so into the crank which I assume is normal. I can also look back into the port in the prop. When I unbolted the prop I did get about a half quart of oil out in the drip pan. So we know so oil is getting up there but it must not be enough pressure. Based on that I'm convinced it's the MT governor I got from Van's with the firewall forward kit. It must have been bad right out of the box. So unless anyone has any better ideas that will be my next step.
You need to perform/reperform the "Propeller Oil Control Leak Test Procedure" as outlined in Lycoming Service Instruction 1462 or latest edition. The purpose of the air pressure check to the propeller governor system is to determine if the governor oil passages have openings (excessive clearance), leaks or restrictions, or blockages (tight clearance). If you are unable, you can surely find someone who can help you make the adapter for test or ask around on the list for someone who has done this. I think you can use the accessory case governor pad that's put on engines that don't have a governor as the starting point to make your own 1462 tester.
You need to have someone else very experienced rule out that you don't have a gasket or shim or something partially or totally blocking the correct oil channels between the accessory case and the governor. And if after you reinspect and are sure you have it installed right I'd perform the Lycoming Service Instruction 1462.
http://www.lycoming.textron.com/support/publications/service-instructions/pdfs/SI1462A.pdf
Here's the sacremento sky ranch troubleshooting page on said subject
http://www.sacskyranch.com/eng12.htm
Failure to change pitch or rpm in Lycoming or Continental aircraft engine
1. If rpm fails to decrease during or after takeoff: insufficient counterweight force and/or high friction in the hub parts.
2. If rpm fails to increase but will reduce: low oil pressure.
3. If rpm change in both directions is sluggish: Excessive friction in hub mechanism.
4. Newly-installed governor has wrong direction of rotation, or has bypass plug in wrong hole.
5. Transfer-collar distress on Continental engines will cause sluggish or erratic propeller operation.
6. Internal engine oil leak on Lycoming engines. With Lycoming engines you need to check main bearing clearance and rear plug in center of crankshaft for leaks. Remove propeller governor. There's a passage that goes down to the center of the front main bearing. The big hole indexes to the oil transfer tube which goes to prop governor. Take a differential pressure tester and with a rubber end push against passage. Apply 40 pounds in and as oil blows out of bearing you will see the secondary gauge come down. After 15 or 20 seconds you want to see 5 pounds or more. If the bearings will not hold 5 pounds you have an unacceptable leak. Turn propeller as you do the test. Limits are 5 to 20 psi. This is a quick and easy test to do after engine assembly at overhaul.