Nice. I like the fact that it’s switched to position one on the ignition so I won’t drain my battery by forgetting to turn them off. The switch came with the KC light wiring kit. Three prong and fits perfectly into the cig lighter socket, after you drill the bottom out of the metal “basket” to make room for the wires. The cig lighter though is a pain to get in and out. Best I can tell it locks into the console and is difficult not to break plastic getting it out. I ended up just buying a new plastic ring (goes around the metal part) because I mangled my original one so badly.

I’m sure KC sells the switches on their website, or would if you call them. They also supply a rectangular switch, so make sure you get the round one. I can pop it out and measure the diameter if you would like.
https://i.postimg.cc/jSKzBnv5/lights4.jpg

G300, the oil cooler was supposed to be a temp setup while I figured out how to mount it internally, behind the front bumper. However, I ended up liking the drift car look, and eventually found the ECS Tuning light bar, which works great for a mount when turned upside down. It looks better than anything I can fab.

The 2002 4.4 didn’t come with an OE oil cooler so I wanted to add one to protect the new motor. It uses the “Gulf” oil filter housing, which has an integrated tstat in it for a cooler. I modified it for AN lines. The cooler is a CSF Race universal and comes with AN -10 ports.

You can see the bottom of the oil filter housing, with the AN oil cooler lines plumbed below:
https://i.postimg.cc/L8pCY4K3/PXL-20...5-Original.jpg

Gotcha!

Very cool, did not know GCC spec had oil coolers.

I definitely would want one on the V8's but now with the low temp thermostat temps are perfect IMO.

Having the low temp thermostat yourself, how are your oil temps? I'd be concerned with overcooling. The 4.6 now runs cooler than the 3.0, even punching it in sport.

Yeah, it (the cooler) doesn’t get piping hot on almost every drive any longer, like it used to, but it still works when needed like in the summer here. The CSF cooler is so efficient that even before the new tstat the inlet side would be very hot, bit the other half of the cooler would be warm at best.

My oil temps on the hidden menu sit around 90 degrees, so less than the 105 degree (if I recall correctly) temp that the tstat in the filter housing opens up at. It still opens somewhat though on longer, hotter drives, judging by the surface temp of the cooler. I assume the oil coming out of the motor is much hotter than 105 after circulating through the heads so the tstat gets activated a bit. That’s also why I don’t worry about being too cool. It’s obviously getting above 100 degrees C at some point so the impurities and condensation are being burnt off, as needed.

I also do a Blackstone report every other oil change and so far the 4.6 looks to be wearing in good fashion. It’s got maybe 25k or 30k on it now and 3 or 4 reports. Blackstone has seen it all and gives you a nice write up to go along with the analytics on each report.

Like you, I’m happy with the lower tstat and feel it can’t be anything but good for these motors. The oil cooler is really just insurance now, and for towing, very hot weather, etc. now. I am convinced that it saved my motor though, right after the swap when the main belt departed work in spectacular fashion, and I overheated within the time it took me to say “what was that”, and process the Christmas tree of lights on the dash. I couldn’t stop on the hwy bridge where it happened and had to drive another mile or two with steam billowing like an old train.

I was convinced I ruined a brand new 4.6, but Blackstone showed no damage, coolant, etc. on the following reports, which I attribute to the oil cooler and to the fact that the M6x motors have piston oil sprayers.