Underneath the svelte exterior is the most important development in the Focus line: the PowerShift six-speed, dual-clutch automatic gearbox. When the 2.0-liter DuraTorq turbocharged diesel variant was introduced in 2007 it took the industry by storm. The Focus diesel was (and still is) very fast. Horsepower was rated at a ‘conservative’ 135hp, but the clincher here is the torque available — 320Nm, which peaks at 340Nm during overboost. That kind of pulling power belongs in the realm of pickups and big SUVs. Put those figures in a hatchback and the acceleration is rocket-like.

Performance fanatics were quick to latch on to the concept, many loving the six-speed manual transmission that the variant was only available with. But some found the clutch a little bit too heavy, and the car difficult to control in stop-and-go traffic. With all of that torque the Focus will surge forward at the slightest release of the clutch.

To make a long story short, consumers wanted an automatic gearbox and Ford delivered. And they didn’t just throw in a run-off-the-mill automatic tranny, but a high-tech unit that can be found in European touring sedans and sports cars. For better or for worse, the six-speed manual has been ditched for good, but one test drive of the current Focus and you will be convinced that this was a good move.

The basic technical configuration of the Ford PowerShift transmission offers numerous advantages over the CVT and ‘normal’ automatic transmissions. It does not require any complex sub-systems such as torque converters, planetary gear sets, multiple wet clutches and multiple bands — all of which significantly reduce gearbox efficiency due to increased inertia and drag torque effects.

How does the dual-clutch ‘PowerShift’ transmission work?

In essence it is like having two transmissions working parallel with each other. One unit carries the odd gears (1, 3, and 5) and the other the even gears (2, 4, and 6). Each set has its own clutch, hence the term ‘dual-clutch’ — obviously. Gear changes can be prepared by pre-selecting the next gear while in motion and at full power. The change then takes place through the opposed activation of both clutches — the clutch activations being coordinated such that no torque interruption or ‘shift shock’ occurs.

From the driver's seat, the sensation is smooth acceleration and deceleration — much smoother than a conventional automatic transmission. Combine this with excellent road-hugging capabilities and what you get is a very refined yet sporty driving experience.

It goes without saying that the current Ford Focus looks great, thanks to the swooping headlamps and smoothened rear end. Other styling upgrades come in the form of the redesigned front bumper (which now looks more menacing thanks to the large, gaping air intake in front of the radiator) and sportier alloy wheels.

Overall, the package is very up to date and follows the trend of smoother lines. European cool? That is what the Ford Focus is all about.

Plenty of thought went into improving the ergonomics of the interior — which was a wise decision by Ford’s product developers — given what it is like to be a motorist in the Philippines.

When stuck in hours and hours of heavy traffic, the cabin of the Focus is an enjoyable place to be in. The leather seats aren’t too firm and offer plenty of support, especially when you find the proper driving position. The steering column tilts and telescopes, and the steering wheel is nice and meaty.

Interior trim comes in the form of carbon fiber and silver-themed plastics. These add to the more ‘modern’ feel. Other noteworthy upgrades are the center armrest (that now slides forward to help relax weary arms) and the airconditioner vents for rear passengers.

How does the Focus drive? It is smooth as silk. It seems that the DuraTorq has found its soul mate with the PowerShift.

Power arrives at the wheels instantly, and during hard acceleration you cannot tell that you are jumping from gear to gear. Downshifts also happen without any shock whatsoever. Use the manual override at the lever (sorry, no paddle shifters here, but you don’t need them anyway) and you can feel the benefits of the dual-clutch.

Changes happen quickly, but when downshifting you must be in the proper RPM range. This is much like manipulating a manual-transmission car.

It takes some time to be fluid while maintaining the proper engine speeds as this isn’t a racing gearbox, so staying well below redline is a must on manual mode. But the smoothness when you get the hang of it is excellent, especially with 340Nm and a turbocharger at your disposal.

To appreciate the PowerShift gearbox, just leave the gear selector on ‘drive’ and let it do the thinking for you. That is when it truly shines.

Who would have thought that such an advanced gearbox would find its way into this segment? Ford has outdone itself yet again.