Originally Posted by suss6052
As far as I know the actual gear change speeds have not been changed over the previous transmission software, at least if you drive normally. This has been mentioned previously through data comparisons from those with and without the latest software update.
However if you are constantly trying to hyper mile/ use too light a throttle position it does shift at or around 2000 rpm for fuel economy, however with a little bit more throttle pressure the car will shift from 2000-3000 rpm, a bit more than that up to 4500-5000, and at wot it will shift normally at redline, even when the PowerShift gearbox is left in Drive. Low emulates sport mode/ select shift automatic mode with the exception of not using 6th gear until you're going really quickly.
If you would please refrain from trying to scare people from getting the software update just because you aren't satisfied with it and try to stick to facts rather than corrupting them with your opinion that every single unit is a prototype and not fit for the road.
If I was not satisfied with the car I would either have never bought one in the first place, or tried to sell it as soon as possible.
P.S. I do not work for Ford, or any automobile manufacturer on a direct basis. I am however a mechanical engineer and appreciate the way it works like a manual transmission controlled by a computer which is what it is.
The Cruze 1.4L turbo with a 6 speed hydra-matic torque converter was a poor powertrain combination, at least for any spirited driving, it fell apart on the autocross course that GM had set up on their proving ground. That was one of the cars I had compared prior to ordering my Focus.
I have also driven the current generation of Corolla, and it felt solid enough if I didn't have anything but my 1994 Prizm to compare against, but it still uses a four speed automatic transmission, and it just felt numb and lifeless by comparison to the joy I get from driving my Focus.
The 2013 Dodge Dart is even heavier than the Cruze, sure its a little bit larger as well, bordering on being a mid sized car, but if you're not pushing it on a track it felt composed at normal speeds. The 1.4L multi air turbo is paired with either a 6 speed manual (which has the cheesiest chromed plastic shift knob), or a 6 speed DCT, the 9 speed automatic comes later. The base 2.0L i4 isn't as refined as the GDI engine in the Focus either, as its an evolution of the Chrysler/Hyundai/Mitsubishi i4 family that was initially built as a joint venture project but ended up with Chrysler taking majority control. Its not that its a bad car, its just not quite as much fun to drive, nor did it feel quite as well built as the Focus. Albeit it was nice that it actually had an available 6 speed manual, and that made it fun to try and rev match, drop a gear or two and spool up the turbo, but that would be bad for fuel economy. The cubby hole under the seat base was interesting though.
I tried several cars in this class and the Focus with the DCT is clearly at the front of the automatic pack for me. However had the normal non ST Focus been available with a 6 speed manual with a super tall double or possibly nominally triple over drive I might have taken that instead had it been available for my particular car. The DPS6 however is a good transmission that needed a few software tweaks to appease the general public who is used to the sloppy nature of a torque converter which can mask many of the vibrations and direct connections between the engine and the gearbox. The latest torque converter automatics are much better than they used to be as far as power and efficiency, however there is no denying that the mechanical advantage they provide at low speeds comes from the slippage of the fluid coupling which allows the car to always move forward without the brake applied. Unless the car does not generate enough torque to over come gravity, in which case it will still roll backwards.