Another way to get that temp display is to use an OBD-II interface and put the temp display (and a bunch of other stuff) on your smartphone.

 

We recently had a thread about this exact thing.
https://www.ford-trucks.com/forums/1...ant-temps.html

 

237 today, 80 degrees and 75 mph down the highway. Ford says its normal....Should I switch to a 170 stat?

 

No,........

 

So just let it run the way it is?

 

Here's a description of the cooling system from Ford:

Engine Cooling - System Operation and Component Description
System Operation


Engine coolant flows primarily from the engine to the radiator circuit and back to the coolant pump. Coolant is sent from the coolant pump through the engine block and cylinder heads. A separate circuit from the engine also feeds the heater core and turbochargers with coolant. The coolant pump, operated by engine rotation through the accessory drive belt, circulates the coolant. The coolant thermostat is a control valve actuated by coolant temperature. When the thermostat is closed, coolant flow bypasses the radiator circuit and returns to the coolant pump. When the thermostat is opened, coolant flows through the radiator circuit to transfer engine-generated heat to the outside air.

A cylinder block cover is located behind the front cover that allows coolant to transfer from the coolant pump to the cylinder block. It contains press in place gasket separating engine coolant and engine oil. If coolant is leaking from the gasket it will enter the crankcase. This indicates that the gasket or cylinder block cover has failed and must be replaced. Refer to the engine section 303-01.

The engine uses a cold side thermostat. This means the thermostat is located at the lower radiator hose connection to the engine, where coolant enters the engine after being cooled by the radiator. During initial warm-up, the cooler coolant from the radiator quickly closes the thermostat after the warm coolant in the engine opens the thermostat slightly. The thermostat opens and closes several times before the coolant coming from the radiator is warm enough to allow the thermostat to remain open. The engine must run much longer than a vehicle with a hot side thermostat before the thermostat remains fully opened.

The degas bottle holds surplus coolant and removes air from the cooling system. It also allows for coolant expansion and system pressurization, replenishes coolant to the cooling system and serves as the location for service fill.

The thermostat monitor is a function of the PCM and is designed to verify correct thermostat operation. The monitor executes once per drive cycle and has a monitor run duration of 300-800 seconds. If a malfunction occurs, DTC P0125 or P0128 sets, and the MIL illuminates.

Fail Safe Cooling

A strategy called Fail Safe Cooling is built into the PCM that will control the engine if it starts to overheat.

Stage 1 of the strategy commences if the engine starts to overheat. The CHT sensor transmits a signal to the PCM , which moves the temperature gauge pointer into the red zone.

If the engine is not switched off and the temperature continues to rise, the Powertrain Check Lamp is illuminated. This indicates to the driver that the engine is approaching critical limits and should be stopped. At this point DTC P1285 is set in the PCM which can be retrieved using a scan tool.

Stage 2 of the strategy commences if the lamp and temperature gauge are ignored by the driver. The PCM will start to control the engine by cutting out 3 cylinders and restricting engine speed below 3,000 RPM. Simultaneously the MIL illuminates. This indicates that long term engine damage can occur and vehicle emissions will be affected. At this point DTC P1299 is set in the PCM which can be retrieved using a scan tool.

Air is drawn into the deactivated cylinders. This helps to control the temperature of the engine internal components. The deactivated cylinders are alternated to allow even cooling of all the cylinders.

NOTE: If the driver is using a high percentage of throttle travel (for example, an overtaking maneuver) when the PCM starts engine deactivation (Stage 2), the deactivation will be delayed for 10 seconds.

NOTE: After 3-cylinder operation has begun, the engine will not revert to 6-cylinder operation, even if the temperature should fall, until the ignition is switched off and then on again.

NOTE: The MIL can only be extinguished by using a scan tool after the fault has been rectified and the DTC cleared.

Stage 3 of the strategy will commence if the engine temperature continues to rise. This results in the engine being totally disabled before major engine damage or seizure occurs. The Powertrain Check Lamp will begin to flash, indicating to the driver that the engine will be switched off after 30 seconds. This allows the driver time to choose a suitable parking place.


Based on that description, I wouldn't worry about it.

 

Are you low on coolant again? Has it dropped back to or below the Minimum line on the coolant reservoir?

 

Coolant is just over full, had Ford flush and refill under pressure as prescribed. Air temp today is 73, drove 5 miles, fans on full high when I pulled into the driveway.

 

While the description is very clear it doesn't provide temps for each phase of operation. Ford told me 217 the stat is full open, 220 is "normal" and 234 is also "normal" 250 the computer begins to shut the motor down and 270 is full overheat condition. Bear in mind, my truck is doing this without trailer and load. Just don't see the value in a motor running do hot and that heat prematurely damaging parts or overall life of the engine. God forbid my cooling fans wear out early, since they work so hard, Id be stuck. Yes I know the fans not running on any engine is detrimental however constant running at such high levels cant be optimal.

 

It's running hot for some reason. I'd check for radiator function/obstruction, and have someone else repeat the flush/refill to ensure there isn't air trapped at the top of the system.

 

If you put in a 170 or any temp less than 210 thermostat, your engine will stay in closed loop. Your fuel mileage will suffer, the engine will run too rich and your catalytic converters will fail early due to unburned soot in them.

 

According to the book:

Thermostat begins to open ===> 190 - 197
Thermostat fully open ========> 217

 

Yeah, I wouldn't be changing the T stat. These aren't the engines of years gone past.

 

237 is high. My 16 and 18 both run around 208, without said issues mechanically . The 17 is not

 

As I am running down the highway, no load, and up and over an overpass, cruise on, the turbos begin to boost and the temp holds steady. Once I crest the hill and the boost comes off, the temp spikes, every time. I am beginning to wonder if a better intercooler might be the solution? Once the truck hits flat ground again its able to cool itself off. Even in heavy traffic in high outside temps it never runs hot. Only on the highway when boost is involved. Got a towing tip coming up an I am concerned she is going to overheat.