"Good Greif". That dismissive statement you made is based on no facts. Proof please.... My comment is based on Lycoming publications. You want your engine oil temp to burn off all the moisture and acids from combustion. That will not happen efficiently unless the oil temp read is about 180F. This jives 100% with Lycoming Oil Temp Green band 185-210F. Lycoming allows 165F for cold weather operations... What is your point? Old notions rooted in fact is not bad, when it is true.
Read the cold weather Lycoming bulletin. 165F is acceptable.
https://www.lycoming.com/content/operating-cold-weather
Third from last paragraph.... I am not kidding I tend to go with the Manufactures recommendations. However I will conceed that the bottom of GREEN on most Certified Planes with Lycoming's is 60F. However if you want to light the fire, take off in sub-zero temps 1-minute after start, with 60F up to you. Lycoming recommends 165F as a MIN operating temperature per Lycoming SB's, SL's and Notices.
You posted twice? I have a degree in mechanical engineering so I understand a little about math and SCIENCE! Also your comment ignores OT as recommended by Lycoming. The other part of your comment is irreverent to operation an internal combustion air (oil) cooled aircraft engines. We blow-by a lot of crud unto the crank case, moisture, acids, by products of combustion. That moisture and acids, by byproducts of combustion are "emulsified" in the oil.... Oil needs to be heated to about 210F to allow the moisture and the nasty volatilies to gas off and go out the vent. This is not opinion. It is Lycoming's recommendation and it is SCIENCE! Ha ha I love when people invoke the word SCIENCE as an appeal to authority.
Your sarcasm and humor noted, read my post above. I agree FOLLOW THE MANUAL. The recommended operating OT is 185-210F.
Second your comment about when water boils is irreverent when water in solution with the oil. You want to get the moisture emulsified in the oil, which has acids and combustion by products in solution, BURNED OFF.... Leave that in there and let the engine sit you will have corrosion. What kills engines is disuse and not allowing them to run at full operating temperatures. However do what you like. Your engine. Cheers
Fun fact I had a 1959 PA23-160 Pilper Apache with two O-320 160HP engines. I bought it around 1990 with 1800 hours since engines were new, replaced about 5 years earlier. It was flown by previous owner about 300-400 hours a year. I flew it about 150-200 ours for two years and sold it with 2200 hrs on the engines. All cylinders were high 70's and oil use (as long as I kept the oil level under 6 qts) was about 1 quart every 8-10 hours. This shows you what flying an engine and keeping it within limits can do to add longevity.
BTW More fun facts, LYCS with 8 qt capacity need to be run under 6 qts or less.... Why? It is a FAR that engines have reserve oil capacity. With a wet sump they put that reserve oil there, which in turns increases oil consumption. It reduces overall crankcase volume, increases case pressure and oil splash, which goes out vent. You are far better putting in a PINT in at a time every few flights then topping it over 6 qts. I ran min between 5.5 to 6 qts. I would put in just a tad every few hours.