Robotic dual-clutch transmissions are not a manufacturer conspiracy. This is an attempt to combine all the advantages of a classic machine and mechanics in one unit. From the first, the preselective "robots" got everyday comfort, from the second - the overall efficiency and relative cheapness of manufacturing. As a bonus, the owner gets a high speed of step change, and most importantly - the continuity of the thrust flow. Whoever has tried it understands, and whoever has not had a headache with a "robot" will never give it up!
"Ford's" Powershift transmission is perhaps the second largest "robot" in the automotive industry after the notorious DSG, and Russians are well acquainted with this unit. The preselective gearbox is installed on almost all modern Ford models, but today we will talk about the most problematic version of the 6DCT250 - with "dry" clutches. Today it can only be found in conjunction with a 1.6-liter aspirated 105/125 hp, and earlier such a box was combined with a 2-liter engine.
After restyling, the role of the flagship engine was taken by a 1.5 liter EcoBoost turbo engine with 150 hp, which is equipped with a conventional automatic machine.
Here is how the manufacturer describes the work of the Powershift robotic gearbox at Focus:
This modern 6-speed automatic transmission combines the convenience of an automatic transmission with the efficiency of a manual one. PowerShift pre-selects the next gear to avoid loss of power when shifting. With this automatic gearbox, you can change gears quickly and smoothly, reducing fuel consumption and CO2 emissions.
From Ford marketing materials.
Everything sounds nice in press releases, but in reality? But in fact, the owners of the Ford Focus III generation have earned so much trouble on their neck that they just need to become related with the owners of fragile DSG copies! Thousands of angry posts on the club forums about breakdowns, hundreds of calls to the Russian representative office of Ford - the scale of the problems with Powershift is amazing. This "robot" has several sores at once, but the symptoms are the same - jerks and vibrations when switching and starting off, as well as the transition of the box to emergency mode.
The most common diagnosis is an excessive leakage of the input shaft oil seals, as a result of which gear oil enters the clutches, which leads to their slippage. Trouble can happen regardless of the mileage - at least 5,000, even 50,000 km. Often the clutch forks jam - there are naturally two of them at Powershift. The problem is solved by replacing the clutch, forks and oil seals (new model). A lot of trouble is also caused by the TCM module with executive electric motors, which is responsible for gear shifting and clutch release. There is also no other control for a faulty manual transmission control unit, except for a replacement with an improved unit.
The saddest thing is that these defects could fall on the head of the "trickster" not only individually and in different combinations, but also in one magnificent bouquet! AvtoVesti simply could not pass by without understanding the real cost of repairing the Powershift "robot". We took the most difficult case (and this, believe me, is not uncommon), when in one order or another it is necessary to eliminate all the above malfunctions, and turned to the official Ford dealers in Moscow.
Here's what happened in the end: a set of two new original clutches costs 86,760 rubles, for large and small forks (actuators) for engaging the clutches, you will have to pay 67,780 rubles, and the TCM control module costs 48,920 rubles. Let's add 1,300 rubles here for new input shaft oil seals and another 17,850 rubles for work on replacing problem parts. All together - 216 610 rubles! An absolutely shocking figure for owners of relatively budget Ford Focus ...
Spare parts
Installation work
The situation is, of course, frightening, but not always fatal. Firstly, Ford Sollers is well aware of Powershift weaknesses and has already done work to redesign problem parts. If the "robot" breaks down, official dealers promptly carry out repairs and change the necessary spare parts under the warranty. Secondly, the manufacturer has an extended warranty program, when, for a certain amount, Ford's warranty obligations are extended for a certain period (we recommend using this service to owners of those Focus copies for which the box has not yet been repaired).
And if, when choosing a Ford Focus III on the secondary, you should still be more vigilant, then new cars after restyling with the Powershift "robot" seem to be more or less easy to buy. At the very least, the manufacturer swears that the number of complaints about the box for such machines is practically reduced to zero.
Now there are almost no cars left where there would be no automatic transmission. Malfunctions in its operation are a couple more common than with a manual transmission, but this does not in any way affect the annually growing demand for cars with an automatic transmission.
In this article, we take a look at the Ford Focus 3 and its current state-of-the-art drivetrain called Power Shift. To begin with, I will describe a brief description of the car itself, and then we will consider the possible malfunctions of the automatic transmission that may be encountered by drivers with this wonderful car.
Ford Focus 3New Power Shift transmission
What awaits us when buying this car model? Preselective Power Shift transmission with two clutch packages, turbo engines of the EcoBoost series, an electric amplifier with which the car parks independently, and also adheres to its lane line.
There is even a robotic electronic eye that can distinguish between the most common road signs. Any car enthusiast will be delighted with such unusual and useful innovations in the Ford Focus 3.
Some even recorded this model as a competitor for the A3. A car with an automatic transmission is currently breaking all sales records in Russia. Its popularity is the result of the successful work of highly qualified specialists.
The new Focus 3 family of cars is a truly ambitious project from Ford Corporation. They are produced in Spain, Thailand, China, Germany, and of course the USA and Russia. And on sale this model can be found in 129 countries around the world. During these 2 years, the car has shown itself perfectly and fully met the expectations of both developers and motorists around the world. Ford Focus 3, on which the automatic transmission is installed, is becoming an even more popular option among other representatives of this class.
Choosing between automatic and mechanics
The resources of modern gearboxes are quite high. Judge for yourself, any box can survive up to 250 thousand kilometers with proper operation. To significantly extend the service life of this mechanism, it is imperative to study the rules for using the automatic transmission. This is a very important factor in vehicle operation. So, the efficiency of the box largely depends on the driving style. Professional racers and drivers who love fast driving do not in vain prefer "mechanics". Of course, modern machines can allow you to move quickly and dynamically. But if you look from the point of view of endurance, then city races in the mode "gas to the floor - a sharp brake" to the machine is categorically contraindicated.
After all, it was not for nothing that before the automatic transmission was equipped only with executive cars, the task of which was the comfortable and safe delivery of passengers from one point to another. Well, now the automatic transmission can be found in every car: from a small car to an overall SUV. And it is not surprising that a person who takes a car with a powerful five-liter engine prefers to squeeze the maximum out of it, for which sooner or later you still have to pay by busting the box.
Salon Ford Focus 3 Another problem that stands on the edge of the owners of cars on which the automatic transmission is installed is towing. The problem is as follows: the pump that supplies the lubricant naturally does not function when the engines are not running, while other parts are "forced" to rotate. Surely you know about the consequences of dry friction: parts wear out much faster and fray.
There are some more very important subtleties associated with driving a car with an automatic transmission, for example, some inexperienced drivers think that when stopping in front of a traffic light, you need to turn on the "P" mode (parking mode), and when starting to coast down a hill, you should activate "neutral ". Such a touching and strange concern is absolutely useless. Experienced car enthusiasts recommend moving the selector handle only twice during the entire trip: before starting the movement, set the “D” (drive) position, and after the end of the trip - into parking mode.
As an exception, there may be a situation when you need to tow the car out of bog, deep snow or mud. In such cases, forced automatic gearbox restrictions are usually used - this is position "1" or position "2". Of course, it is better to use third-party help with such a problem. Don't be suspicious - enjoy the convenience and comfort that automatic transmission gives us.
Possible faults in the automatic transmission
We propose to consider possible malfunctions of the automatic box using the example of some of the most common breakdowns.
- If the automatic transmission does not go forward and the car is towing in place. Such a problem can be associated with wear of the friction discs, the oil seal or with the breakage of the oil seal rings of the clutch. If the automatic transmission does not want to go back, and only the 1st and 2nd speeds are turned on forward, then it is possible that the piston cuff is worn or broken.
- It also happens that the automatic transmission only goes forward and all the switches are present, but does not want to move backwards in any way, then most likely the piston rod of the brake band has broken. Or, again, wear of the friction layer or the piston cuff.
- When the automatic transmission does not go forward or backward, but when switching from the "P" or "N" mode to any other speed, there is not a perceptible push to activate the gear. Or the drive gear of the pump does not work, as a result of which it has moved away and there is no clutch. With this problem, you need to check the presence of oil in the automatic transmission. Check the 1st speed valve, it may be stuck.
- If, when moving from a standstill, the car slips a little, but after a few seconds picks up normal speed, if you switch to other speeds. This indicates that the splines of the turbine wheel hub are worn out, as a result of which the gearbox shaft slips at high engine speeds.
- New Ford Focus 3 multimedia steering wheel
Another common problem is clutch slippage when changing gears. This is due to the average clogging of the filter mesh. It may also be a low oil level or a faulty C1 clutch. If the car twitches while driving and slips from time to time, then the freewheel clutch is clearly out of order. Malfunctions in the automatic box can be very different. And you need to understand that such a complex mechanism as an automatic transmission does not need to be repaired on your own, you just need to take the car to a professional car service.
When starting to adapt Ford Focus automatic transmission control units, one must clearly understand the meaning of the terms and the capabilities of the Powershift box. The automatic transmission has three functions: calibrating the gear selector position sensor, shift mechanism and clutch system. Of these three functions, only the first refers to the classical calibration, while the other two imply the ability to learn, that is, to adapt during special driving conditions (without software flashing). There are also nuances of adaptation on a new car and already having any mileage.
This article will tell you about the adaptation of Ford Focus 3 automatic transmission control units according to the manufacturer's instructions, as well as about resetting PowerShift.
Indication - Exercises are performed on dry surfaces.
In place
- Switch on the ignition.
- Slowly depress the brake pedal.
- Switch to Drive.
- Wait 15 sec.
- Move to Reverse position.
- Wait 2 sec.
- Repeat 10 times the exercise "In Place" (steps 1 to 5).
In move. Exercise 1.
- From a standstill, accelerate to 24 km / h, without intensive pressing on the gas.
- We brake until the car stops in a period of 6-7 seconds.
- Repeat exercise 1 5 times.
In move. Exercise 2.
- Smoothly pick up speed within 1800-2000 rpm / min. Shift gears in the order of 1-2, 2-3, 3-4.
- Reach the speed range of 81 km / h -105 km / h, manually shift 6 gear. We keep the speed level at least 3000 for 2 minutes.
- Repeat the exercise 1 more time.
Manufacturer's recommendations Ford Focus on the operation of automatic transmission PowerShift.
In positions R, D, S, the foot brake must not be pressed for more than 40 seconds. If it is necessary to keep the engine running, move the lever to N / P. Do not forget to raise the handbrake.
With S, the "+/-" button cannot be held down.
It is prohibited to tow a faulty car when the backstage position is P. For transportation, it is necessary to move the lever to the neutral position, adhere to the speed limit of no more than 20 km / h for a distance of up to 20 km.
Automatic transmission software reset
The procedure is performed using specialized programs. For example, VAS PC19 or VAG COM.
Open AKKP group, Adaptation mode. We select item 1, enter 1 and all values \u200b\u200bare reset. After that, you need to perform adaptation exercises similar to those described at the beginning of the article.
Exercise 1
- We move smoothly and pick up acceleration up to 4th gear, without jerking.
- We continue to accelerate to 6th gear.
- Then we brake with the engine (without applying the brake pedal), reducing the speed to 40 km / h. We slow down smoothly until the car stops.
- Without turning off the engine, keep your foot on the brake pedal for 10 s.
- Repeat 10 times.
Exercise 2
- We get under way and accelerate the car to 70 km / h. We manually switch to 5th gear.
- Smoothly accelerate to 90 km / h and reduce the engine speed to 60 km / h (repeat this segment 5 times).
- We accelerate to 85 km / h, manually switch the 6th gear.
- We accelerate to a speed of 100 km / h, decelerate with the engine to 75 km / h (repeat the segment 5 times).
- Engage 4th gear manually.
- We repeat exercise 2 6 times.
Exercise # 3
- At idle with the car stationary, switch 5 times from N to D, from N to R. In this case, the selector is in the drive and parking positions for at least 5 seconds.
If, after these procedures, the car twitches slightly, this is a normal reaction that will pass over time. If the twitching persists, the help of a specialized service station is needed (diagnostics at the stand).
From the history of the modelBY CONVEYOR: since 2011 |
The iconic model in the third generation is frankly spoiled by dubious changes - from a decrease in ground clearance and space in the cabin to the use of a robot with dry clutches, whose reputation was already tarnished. At the same time, Focus 3 is still quite liquid in the secondary market.
Apparently, the manufacturer has drawn conclusions. instead of a whimsical "dry" robot. The manufacturer has all the trump cards to return the Focus to the status of a people's car. In the purchase: an automobile plant in Vsevolozhsk and the production of successful Duratec 1.6 engines in Yelabuga.
- To the address paintwork no special complaints. In this regard, the Focus 3 is middling among its competitors.
- According to the corporate tradition the engine control unit located on the inside of the front left wheel arch liner. Even with minor accidents with a blow to this area, not only the module itself suffers, but also the connector on the expensive wiring harness. It is necessary to closely monitor the condition of the fender liner: over time, it can deform - and water during washing will get on the connectors of the unit and the harness, causing them to corrode.
- Sandwich from engine radiators and air conditioning located very close to the front of the machine and quickly becomes clogged with dirt. It is advisable to flush the heat exchangers at least once a year. In addition, the engine radiator is rather flimsy. During the warranty period, it is often changed due to a leak. For example, it is enough to lightly hit the bumper when reversing from the curb to crack the radiator.
- Cars manufactured before 2013 have water leaks into the trunk. It penetrates through the seals of the interior ventilation valve, which is integrated into the side of the rear body panel. Dealers changed the assembly to a new one according to the technical bulletin and sealed it. Usually, though, sealing was enough.
- On many modern Ford models rear bumper over time, it begins to rub the edges on the corners of the trunk lid. Adjusting the bodywork does not help. The bumper is fixed on just a couple of clips and plays actively when driving at high speeds. The manufacturer limited himself to sticking a protective film to the edges of the lid in hazardous areas on vehicles manufactured after 2013.
- Windshield with heating, it still cracks when the temperature drops. The manufacturer has not relieved him of unnecessary "taunts".
- When choosing a used car, pay attention to condition of doorways and hood... The rubber seals wipe them down to the metal. Due to constant friction, rust does not appear, but this is still a good reason to bargain.
Appeared in the Focus motor range at. Cars in trim levels that include such a unit are very expensive, so there are few of them on the roads. Since this motor is also put on, the statistics are richer here.
The EcoBoost 1.5 turbo engine, built on the basis of its atmospheric cousin 1.6, is much quieter than its progenitor. Like all direct injection engines, it is prone to fairly quick clogging of the fuel injectors and the formation of deposits on the intake valve pockets. A similar thing happens on a naturally aspirated 2.0 engine, but with an EcoBoost unit this happens less often and in milder forms. The nozzles are successfully washed on an ultrasonic unit, but this is not cheap pleasure, since when removing and installing injectors, it is necessary to replace disposable gaskets and O-rings.
The rest of the EcoBoost 1.5 isn't a hassle. To date, no significant problems with him have been recorded even on the Kugi. But on the all-wheel drive crossover, the motor is loaded more significantly than on the Focus.
put only on "pre-reform" cars. This motor differs from its predecessor, which worked on. The most important innovation is direct injection with all its advantages and disadvantages. In general, the engine did not show any serious mechanical problems. He does not suffer from oil consumption and timing chain lengthening.
The main sore of the 2.0 engine is the rapid clogging and coking of the intake valve plates. It would seem that an ordinary malfunction of direct injection engines. However, the Focuses often came to dealers with an error signaling that the fuel-air mixture was too lean due to clogged injectors, after only 30,000 km. Fortunately, injectors are successfully saved by washing on an ultrasonic installation. Unfortunately, there is nothing to remove deposits on the valves. All methods of cleaning them without opening the motor are expensive and not particularly effective.
Another characteristic feature of this motor is increased vibration. Dealers experimented with various calibrations of the software, but they did not overcome the flaw, and the manufacturer does not recognize it as a defect at all. Moreover, the new motor runs smoothly, vibrations occur with mileage. Perhaps the cause is deposits on the intake valves.
Increased vibration reduces the life of the right engine mount. Typically, its rubber filler is destroyed after 50,000 kilometers. It is important to monitor the condition of the lower support, which causes even more vibrations when worn. By the way, servicemen often kill the right support when they remove the gearbox and tilt the engine strongly. This also applies to the 1.6 engine.
Periodically, on the 2.0 engine, dealers changed the injection pump due to wear. There is also pump leakage. Gasoline seeps through the valve cover into the oil pan, causing the oil to dilute. In addition, fuel leakage leads to errors caused by incorrect air-fuel ratio.
Sometimes the noise of the nearby absorber purge valve is taken for the knock of the injection pump. It emits an unpleasant clicking sound, although it works properly. The valve is replaced with a new one and the noise disappears.
A 2.0 engine, like a 1.6-liter unit, often has a valve cover leaking. However, for a more powerful motor, the consequences can be more serious. Oil enters the nearby tee of the cooling system and actively corrodes its gaskets - until antifreeze leaks.
He is perfectly familiar from the previous Focus and has a good reputation. Motors of different boost levels (85, 105 and 125 hp) are almost identical. In addition to the corresponding software versions, they have a different set of attachments. The mechanical part of the motor as a whole is not satisfactory, but it was marked by some annoying shortcomings.
After about 30,000 km of run, the engine starts to run much louder, that is, frankly rattles, especially during cold starts in winter. The source of the noise is the piston group. However, this does not cause increased wear on the elements and is not a defect.
With a planned replacement of the timing belt (every 120,000 km), it is important to carefully inspect the cooling system pump. Often by this time it starts to leak. If you miss the moment, the antifreeze will corrode the belt.
On pre-styling cars, the phase shifter control valve on the exhaust camshaft often leaks. It is located on top of the valve cover, and a jet of oil hits the engine shield. The main thing is to notice it in time. Pressurized oil flows out through the dead valve very quickly, and the engine can "grab" oil starvation.
On the "pre-reform" Focuses, the 1.6 engine leaks a valve cover gasket. She usually starts to snot after 100,000 kilometers.
Another feature of the 1.6 engine is not the most outstanding generator resource and. The voltage regulator relay fails at the generator. An indication of the lack of charging appears on the dashboard, although a voltmeter connected to the battery terminals does not record this. The reason lies in the internal malfunction of the relay, which is connected to the "brains" of the motor on a separate bus. Dealers change the complete generator, and specialized firms successfully restore the assembly. The starter relay quickly wears out. Unofficials will change it for a reasonable price.
Duratec 1.6 on "pre-reform" cars was marked by frequent leaks of the rear crankshaft oil seal. The two-liter unit also suffers from this, although less often. The manufacturer has issued a service bulletin for this problem. When installing the oil seal, the oil pan must be removed, otherwise the new seal will soon begin to flow along its lower edge. Fatigue of the factory oil seal occurs after about the second maintenance. It is given by traces at the junction of the engine and gearbox. Although it happens that the oil seal of the input shaft of the "dry" PowerShift robot or both cuffs at once flows like this. Moreover, because of this, oil mist gets on the clutch discs and their forks, significantly reducing the resource of the nodes.
Since April 2016, domestically produced 1.6 motors have been installed (they are produced by the plant in Elabuga). To date, there are no problems with "our" engines that distinguish them from foreign units.
Developed by the PSA concern. It was available only for "pre-reform" Focus. For the entire time of the presence of this modification on the market, few cars have been sold, so we will focus on more extensive statistics on the behavior of this motor on.
The engine is considered to be quite successful against the background of competitors. Serious mechanical failures are uncharacteristic for him. In case of forced repairs, you can use French spare parts, they are often cheaper and easier to find. The fuel equipment (high pressure fuel pump and injectors) is sensitive to the quality of the fuel, but still it stably withstands a mileage of 150,000 km.
If you often drive into questionable gas stations, the injectors may require flushing after 50,000 km. The first manifestation of their clogging on the Focuses is an unstable start of a cold engine. Before it warms up, it works extremely unevenly and may even stall several times. The manufacturer has issued a technical bulletin on this matter. He prescribed several cans of fuel additive added to the tank. In the experience of dealers, the effectiveness of this method is 50/50. Alas, dismantling the nozzles from a diesel engine and flushing them at the stand is expensive and conceals a number of pitfalls.
Dealers often come to Focuses with a melted fuel filter cap equipped with a heater. A similar situation is familiar from French models armed with this engine. The kit includes a new cover and connector (it suffers too). Melting is detected visually and has nothing to do with any particular mileage or age of the car. Some customers required the repair kit twice during the warranty period.
Dealers also encountered cases of oxidation of the connector and the position sensor of the variable turbine performance mechanism, accompanied by the appearance of a corresponding error. This distinguished the Focuses and Kugi with a variety of runs, regardless of age. Dealers are not involved, so they change an expensive assembly.
Only paired with the EcoBoost 1.5 motor. This is a joint development of Ford and GM. At the heart of the 6F35 is the infamous 6T30 / 6T40 box, which was installed mainly on the previous generation Astra. However, Ford released its development to the market later than colleagues and initially etched the unit. The output was a successful box, devoid of significant drawbacks of the GM unit, including a small resource of the valve body and its valves, as well as the destruction of the brake drum retaining rings, entailing the complete death of the machine.
The 6F35 assault rifle has proven itself well on the Kugah and Mondeo. The owners turned to dealers because of the rapid contamination of the oil due to the specific operation of the torque converter lock-up mechanism. Due to the wear products of the friction linings, the fluid turns black noticeably already by the second MOT. To extend the life of the gearbox, it is important to at least partially change the oil every 45,000 km. At the Focuses, a similar effect and breakdowns have not yet been noticed, but few cars with this box have been sold either.
It is paired with 1.6 and 2.0 gasoline engines. As with machines from other manufacturers, this type of box causes a lot. Most of the complaints are related to low clutch life, as well as twitching and jerking when shifting. PowerShift's dry reputation is even worse than its DSG counterpart.
The manufacturer is working to improve the reliability and resource of the unit, but things are going slowly. The situation with jerking and jerking has practically not changed, but the service life of the clutch has increased significantly. If on the "pre-reform" Focuses (especially before 2013 release), replacing a unit almost every 30,000 km was common, then after restyling the number of such calls during the warranty period has significantly decreased.
A "dry" Ford robot quickly wears out the clutch forks and the input shaft oil seal. Moreover, the leak of the cuff accelerates the death of the forks. More dirt gets under their anthers, and they begin to wedge, killing the clutch discs even faster. The LUK kit has appeared on the market, including clutch, forks and oil seal. It is a set of original spare parts, the price is about 25,000 rubles.
The crunching sound when turning the steering wheel is caused by dirt and moisture entering the journal bearings of the front shock absorber struts. The upgraded elements with improved protection began to be put on the conveyor from the beginning of 2014. Front and rear shock absorbers are rarely changed, they usually last at least 100,000 km.
Neutralizersare extremely sensitive to fuel quality. This applies to all modifications of the Focus in the "pre-reform" performance. Substandard fuel provokes the appearance of an error signaling the low efficiency of the converter. During visual inspection, damage to its cells is not detected; usually, their local melting occurs in hidden cavities.
Oxygen sensors are also demanding on the quality of gasoline. Blatant counterfeiting causes a white coating to appear on the measuring part, as well as on spark plugs and neutralizer honeycombs. This is typical mainly for pre-styling focuses, on the updated ones this is rare. However, even on fresh cars, oxygen sensors may need to be replaced. Due to low-quality gasoline at any run, an error may appear indicating a slow reaction of the "lambda". There is no notorious white bloom on them, but they cannot be returned to full life.
In addition, on the "pre-reform" Focuses with 1.6 motors, the rear oxygen sensor wiring touches the heat shield of the neutralizer and burns. Due to the short circuit of the wires in the harness, one of the fuses flies out, which is also responsible for the power supply circuit of the radiator cooling fan.
On pre-styling Focuses, an insidious leak of the windshield washer motor sometimes occurs. Dealers have seen a lot of cars with this problem. Through the wires of the harness, the liquid reaches the body electrical unit located in the passenger compartment. In the best case, corrosion occurs on the connectors on the side of the module and wiring, and in the worst case, liquid enters the unit and takes it out of standing. As a result, the car electrician begins to live his own life. In 2013, the manufacturer released upgraded washer motors - with an additional seal on the side of its connector - and a corresponding technical bulletin dedicated to replacing damaged elements. Wire harness and repair connectors are also available as separate parts.
WORD TO THE SELLERFord cars have always had good aftermarket liquidity, and even the failing Focus 3 was no exception. Surprisingly, all of its modifications are selling pretty well. The outsider in this pool is cars with an 85 hp engine, in a poor configuration. These also find their buyer, it just takes time. The Focuses in the Titanium configuration are excellent, and even with a robotic box. It causes a lot of criticism, but people are not particularly scared, although many are wary of robots. There are very few tricks with a motor on the market, statistics on them are scarce. But if you focus on older models, for example, Mondeo, interest in such a modification is high. Versions with an EcoBoost 1.5 engine have already appeared on the secondary housing, they are dismantled very quickly: the presence of a classic machine is captivating. The level of prices for cars of the second and third generations is another proof of the failure of the "third" Focus. For example, the Focus 2 produced in 2008-2009 is in good condition, with a 2.0 petrol engine and automatic transmission, it stands as its follower born in 2012 with a similar engine. I advise dealers or entrust this business to proven pickers. After all, the high liquidity of the car arouses increased interest among criminal structures. |
TOTAL
The Ford Focus 3 is a prime example of a used car, whose health and behavior is directly dependent on its modification and year of manufacture. If you still cherish the dream of buying such a used Focus, it makes sense to consider exclusively updated cars, which have eliminated children's sores and increased the reliability of individual units. And it is better to bypass the tricks with a "dry" robot.
Ford Focus 3 automatic has a 6-speed automatic transmission PowerShift with two clutches. This allows you to significantly improve dynamics, smoothness, compared to a conventional automatic transmission. In our article you will find photo Ford Focus 3 automatic and its description. 
The main competitor and structurally similar automatic Focus 3 PowerShift is a robotic DSG automatic, which is installed on Volkswagens, Audi, Skoda and other models of the concern.
The robotic automatic transmission is quite popular in Europe, so the American Ford decided to develop its own version of the robot. He originally appeared on Mondeo, and then on Focus. The first PowerShift boxes on the Ford Focus III did not behave well, with owners complaining of problems at low speeds. Soon, the manufacturer solved the problem by simply reprogramming the automatic transmission. The dry clutch allows maximum engine torque to be transferred to the wheels. This makes the Ford Focus 3 automatic not only dynamic, but also economical.
We all know that a conventional automatic transmission has a certain time delay when switching, sometimes the automatic transmission thinks for a very long time that it does not allow certain maneuvers on the road. The main task of the designers of Ford when creating this machine was as follows, to reduce the switching moment to a minimum, this technology was called Torque Hole Filling Technology (THF). Thus, the torque from the engine is transmitted to the wheels almost instantly.
The PowerShift automatic for Ford Focus 3 is an alloy of high-tech engineering embodied in metal, plus an electronic control unit that monitors engine operation, current speed and makes decisions instantly. Initially, a 6-speed automatic with THF technology was available only for a 2-liter engine, but later it became possible to aggregate the PowerShift automatic transmission with a 1.6-liter engine.
Ford Focus 3 automatic is a combination of mathematical modeling and computer hardware, along with other promising technologies for mechanical transmission of torque. The most interesting thing is that the development of such a transmission began several decades ago. However, at that time there were no powerful computer systems to control such an automatic transmission.