Oily inlet ports can only be attributed to rigs if:
The rings are shot, and the inlet valves are in dire need of facing.
Oil in the inlet ports is generally attributed to worn out valve guides.
If I had a dollar for every LBC guide I have had to replace, and rings I have had to replace, I would be living quite comfortably now.
You can read anything on the algore.
There will be a small increase in compression, as, yes, there is a small amount of wear that will seal with oil.
I would be quite unhappy with a 10% variance, and would be yanking the engine for work at 15%.
Now....if your crankcase pressure is far too high (worn rings or broken), and the inlet valve guides are shot, you could conceivably be blowing more oil into the inlet port than would normally just drip with a worn condition.
The readings you have given for wet/dry is not good.
Your #3 reading of 145/165 is close enough to 15% variation that given the worst case da google gives you, it's shot. (166.75)
If you do a cylinder head refurbishment on a worn out engine, you will have lower end issues....smoke, for one.
Right now you are leaking, due to miles and wear, out of both ends, valve faces and rings. Seal one up, all the pressure now goes to the lower end and you will have issues.
But, if you know that in advance, and are prepared for it, go ahead, yank the head, have the guides replaced and valves faced...and look carefully for scoring and ridge in the cylinder bores, and if that looks okay (you can feel .002") put it together and run it.
If you take shortcuts, you will not be happy, and folks will generally know with the WWII Destroyer Smoke Screen.