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Message: [QUOTE="TARM, post: 1420006, member: 578"] Ideally you want to take it right at its about the leave the engine and enter the rad hose. This is usually where many OEM have the sensor and where its at on the 7.3 right before it hits the upper rad hose to go into the rad. IMO [I](and I certainly defer to real experts such as Dave@ Swamps and the like and not just a hobbiest as myself)[/I] ultimately in these engines what really should be the deciding factor, outside of the extreme, of what changes if any are needed in the coolant system is the average oil temps when under load when everything is fully up to operating temp. The issue is that the t-stat can not bring down oil temps which are already exceeding the fully open t-stat and oil temps should be within a range that 195 and even a 203 should be fully open at that point. A cooler T-stat could technically delay higher oil temps it short term as its starting lower but again you have to consider the fan kicking in right around the standard 195 fully open temp range and 5-10 degree prior to a 203 if ranges hold true. Also how is this effecting injector timing as well. I think in a perfect world it happens just short of fully open on the t-stat but whatever its close. Not saying some highly mod'd engine might need something different just that for 99% this is not the case. Now there are some engines which I think have something up with possibly the oil cooler that have oil running higher ratio temps to the coolant. There is no denying people have reported higher oil temps that exceed 10-15 degree over coolant temps. Some by a good margin. I can not help to wonder what is different. The first thing that comes to mind is the oil coolers performance. Maybe something in the casting in the coolant ports going to the cooler. I am not sure if the cooler is new. In speaking of oil temps something also to consider is that todays diesel oils usually exceed all gasser oil cert ratings. Consider some of the testings for cert are oil having temps up to 900F to see if it leaves deposits on crank shaft. This is to simulate a good deal over the peak temps that can be found at the top piston ring which is the hottest environment in the engine oil is exposed to. In diesels literature states this tops out @ 600. I of course have never personally test or seen it tested so I have to accept it as accurate. So 900 degrees exceeds this by 30% Then you have oil run @ 300+ degrees for IIRC 100 hrs and it must maintain is rated viscosity range at the end. That would be like akin to having your average oil temp readings staying at 300 F @ say 60 mph for 6000 miles. Point being the oil can very likely handle all but very extreme temps where you KNOW you have an issue. We are lucky today that we have oils that actually protect better from wear and other negative effects with high levels of friction modifiers yet are considerably less viscous for given level of performance and protection. In terms of the HUEI system this can only be a positive as I can see it. The less viscous the oil the fast it can flow in and out of the injectors. [/QUOTE]