I copied this from the Corvette Forum. My C6 Z06 LS7 has a dry sump system so maybe I find it more interesting than ya'll but it still goes to oil system cooling and dry sump issues:
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grcor asked:
For many years GM has used radiators with an engine oil cooler inside left tank for trucks, SUVs, and in the Corvette 2005-2007 Z51s. This method of cooling engine oil works well and has the added benefit of warming the engine oil during warm up. It also keeps engine room congestion and the number of plumbing connections to a minimum.

The 2006 – 2010 Z06s use a large air/oil cooler mounted in front of the radiator. This method of oil cooling works well at the track, but in normal street driving it keeps the oil too cold. On a 50 to 60 degree day, it is common to see oil temperatures in the 120 to 140 range (DIC). The DIC is reading oil temperature from the bottom of the external reservoir, the oil first travels to the oil pump, then thru to the oil filter then thru to the oil cooler before it enters the engine. So the temperature of the oil entering the engine is even colder than what the DIC says. What is the optimum oil temperature for a LS7?

The 2011-2013 Z06s, 2009-2013 ZR1s, and C7 Z51s/Z06s use a coolant/oil cooler assembly to cool/warm engine oil. This method needs to have a coolant line plumbed from the block to the cooler assembly and from the cooler assembly to the radiator. The cooler assembly and extra plumbing would seem to add to engine room congestion and increased potential of coolant leaks as time goes on.

The current Camaro Z28 uses a bigger coolant/oil cooler assembly than the Corvettes.

Can you please tell us the advantages and disadvantages of each oil cooling approach from an engineering point of view and why you changed the oil cooling approach so many times?

Tadge answered:
To answer this question I consulted with Richard Quinn, our powertrain cooling development engineer who has a long history on Corvette cooling development:

In the early stages of designing a performance engine, we make allowances to divert a portion of the lube system oil flow for cooling. Engineers evaluate different ways to extract the heat energy required and select the best one for the application based on a number of factors. As you’ve pointed out, we’ve taken different approaches over the years on Corvette and each one had specific benefits for the powertrain and chassis at the time.

I mention the chassis as an important factor because throughout modern Corvette history and especially the last three generations, the performance envelope of the car has seen a steady, continuous increase. As cornering capability has improved, we’ve modified our lubrication and cooling strategy to match.

The earliest oil cooler you mention - the radiator end-tank style in the C6 Z51, removed 3.5kW of heat from the oil and deposited it into the main engine coolant system. The downsides of this method are the relatively small capacity limit and the oil-side restriction penalty. Moving any fraction of the oil from the engine to the radiator takes away from the main goal of the lubrication system which is first and foremost to supply the bottom end (main bearings) with good oil pressure. But in the Z51 package, the tradeoff was favorable and the cooling adequate for the operating envelope of the LS2 engine.

With the introduction of the C6 Z06 we had a chassis and tire package that allowed us to put much more power to the ground, compounded by an LS7 engine that loved to spin. Those elements drove us to add a much higher oil cooling capacity (roughly 16Kw) than an end-tank cooler could provide, so an air-to-oil cooler was selected as a ‘big hammer’ solution for the dry-sump motors, chosen for its ability to cool better at higher vehicle speeds. We made a conscious decision to go that route, as there are several downsides to air-to-oil coolers. They add airflow restriction, which reduces the effectiveness of the main radiator and impacts AC performance. There is unwanted oil-side restriction which takes some pressure potential from the main bearings. And as you mention, on cold days the oil will always be somewhat over-cooled. (Overcooling oil isn’t the worst thing, but it costs some fuel efficiency as colder oil has higher viscosity and more friction loss.) But for a car as track-oriented as the C6 Z06, this was the right trade-off to make, using a balanced take-off valve to bleed just enough oil to the cooler to satisfy cooling needs.

In the spirit of continuous improvement, in the 2009 ZR1 we increased oil cooler capacity further. We also needed to maintain higher main bearing oil pressure to support the huge horsepower increase of the LS9. That drove us to integrate the oil cooler as a liquid-liquid heat exchanger mounted as part of the engine assembly- a triple benefit, with more kW of heat rejection (almost 20Kw), reduced oil-side restriction, and elimination of the front-end airflow blockage of the previous air/oil cooler. This option also reduced the plumbing complexity, with only one small coolant circuit leaving the engine block to return to the main radiator coolant circuit. The downside is that the main radiator has to reject the heat extracted by this cooler, but the tradeoff is overall a net positive. We’ve been very happy with the integrated liquid-liquid oil cooler ever since we adopted it, as it has been a win-win over all of the previous alternatives in terms of capacity, restriction, and the ability to better regulate normal operating temperatures.

The Z/28 Camaro presented a unique challenge, with higher mass and gear ratios selected to carry very high RPM on track. It required a capacity increase in the liquid-liquid cooler system, and the team added a supplemental air/oil coolant radiator dedicated to providing colder water to the engine oil cooler. This had a double benefit of reducing bulk coolant temp and oil temp, but with a tradeoff consequence of added complexity and added mass.

As the Corvette chassis improves and continues to drive more lateral loads through the lubrication system, we are challenged to keep up with the increasing demand of racetrack use. We’ve gone from 3.5kW of oil cooling in the C6 Z51 to 21kW in today’s C7 Z06. You can be confident we’ll continue along this path as Corvette performance improvements dictate it.

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And Chad I know you hate Corvettes, but maybe I can be an exception?