I feel that you folks might be overcomplicating it. I've had my bird for almost 11 years and she is still running strong. I got my license in 1980 in a Cardinal with a 180 HP engine, and the engine technology has not changed much. My old CFI at that time (Clarence Hart) taught me how to treat these engines.
With my I0-360 A1A
Taxi... lean such that the engine idles well but any more leaning will cause rough operation. This will vary on airport elevation.
Takeoff... firewall forward on all knobs, however, if taking of from high altitude airports, lean properly before brake release.
Rotate... at positive rate of climb (~50-100ft AGL), 26 squared keeping needles out of the Red lines.
Climb to desired altitude at 26 squared, monitoring and adjusting RPM as necessary to stay out of RPM Redline. As you climb, MP will drop staying below RPM.
At level off... below 3000 ft. leave mixture full in. Above 3000 ft. lean to 100 Deg. ROP. Lean only above 3000 ft MSL.
You may find that this is the manufacturers recommended procedure as well. If you want to play with any other parameters to save 1 or 2 GPH, go ahead. It's not worth the risk of damaging your engine. There is no secret here, the technology of our engines has been around for decades, there is no new secret. Treat them the way they were designed and you will make it to TBO without any problems. You LOP guys can play with this all you want, for the sake of experiment. But you must have GAMI injectors, adding a possible a degree in Mechanical Engineering in engine technology and maybe even have worked for Lycoming for a while to learn their engines.
I'll keep flying my bird the way she was engineered and built by some really smart guys in the late 60's (67 M20F). She has taken my family and myself in and out of goo weather and places for almost 11 years and I never worry about the airframe or the engine because I don't alter her fundamental dynamics as orginally designed. At each annual I get complimented on the cleanliness of the engine (internal and external), the cleanliness of the spark plugs, and the compression ratios are still strong. The engine has no leaks, is very strong, and gives me a very comforting feeling when I'm flying in the crap because I know she will deliver.
Fly safe and stay within your and your aircraft's parameters...
Carter
6460Q - '67 M20F
ATP, CFII, MEI, CFI-H
CW4 USARNG (Ret.)