That 10psi per 1000rpm rule dates back to at least the 1920's when Harry Miller was developing engines to race at the Indy 500. It has more to do with overcoming centrifugal force at the OD of the crank to assure that oil can be forced to the center of the shaft, and on to the rod journals.
Once the oil feed issue is overcome, there is almost no relationship between oil supply pressure and acceptable lubrication of conventional bearings. As long as there is enough pressure to replace the oil in the bearing squeeze zone, thereby keeping it in an acceptable temperature range, that's enough. This is partly why the HTHS test is run at 150C.
The actual film pressures within rod bearings is measured in the thousands of psi, and there is no way that an oil pump can supply that. When loaded, a bearing journal is eccentric in the bearing, and most of the oil flow goes out through the unloaded zone. When the load is removed from the bearing, the journal changes position in the bearing, and the oil within the loaded zone is replaced.
In general, I advocate "low" oil pressure. "High" oil pressure forces more oil out through every bearing in the engine, requiring more power to drive a bigger oil pump. Once more oil has been forced out through the bearings, there is more oil flying around the crankcase, being whipped up by the rotating assembly. This costs more power and increases the heat load on the oil cooler. "High" oil pressure also means pumping more oil to the overhead in the engine, where it can overwhelm the oil drains, making the oil stay in the top of the engine, instead of in the sump, where it should be to ensure a steady supply to the oil pump pickup.
Most people try to counter bearing problems by increasing oil pressure. Most of the time, they end up making the problem worse.