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Geez, get a new shop! Okay, you are right, you don't put an oil cooler above the tranny because of the heat issue and lack of circulating air (in the amount required for a cooler). But what I'd like to know is if you still have your STOCK oil cooler install ALSO? You had better have a stock cooler installed. The other oil cooler is supposed to be your secondary one AND it should be in the loop only when the thermostat allows oil to flow. What, no thermostat? Better get one otherwise one cold morning you will get a thick surge of oil and it could blow your secondary cooler. Besides, you don't want to over cool the oil as the engine does need to run at a minimal temperature to function as engineered. Putting the secondary up front is quite the distance! but Porsches have been doing it for some time. Just make sure you drain ALL the oil, from the secondary and both hoses, at every oil change. If your engine is done being broken in and still very low in miles, say < 2000K, then my recommendation is to let pure synthetic oil flow through its veins. My preference is Mobil 1 (it's in both of my cars). I have found it to help with my cooling issues. But, it's up to you...conventional oil is still just as good as long as you use a quality oil (my preference in the past was Castrol). Another problem that is affecting your cooling is the trannies gearing. I emphasize that the gearing for a Type III should not be altered as it really affects the cooling characteristics for the engine. I am willing to bet that the major problem with your engine's cooling is due to the altered fourth gear. I feel we are at risk more than the upright engines in that we don't have the (easy) ability to change our pulley diameters or install a different type of fan for cooling our engines. And check those oil plungers like that dude said. This is something you can do yourself and it doesn't require draining the oil (though a little will drip out). The Major Three shop manuals (Bentley, Haynes and Idiot's Guide) tell how to do this and what to look for. It could be that one of the plungers is scored (marked up, scratched) and is catching or binding in its tube. This will, of course, impede its function and cause oil pressure and oil cooling problems. It's very cheap to fix yourself so be sure to check this out. Toby Erkson air_cooled_nut@pobox.com <-- Please use this address for email '72 VW Squareback 1.6L bored and stroked to 2.0L '75 Porsche 914 1.8L, ORPCA member Portland, Oregon, http://www.geocities.com/MotorCity/8501/ >-----Original Message----- >From: volksie2@juno.com [SMTP:volksie2@juno.com] >The shop that built my motor doesn't seem to want to offer an answer, so I'm >putting it to all of you. Any help is appreciated.