Was The Ford Maverick A Good Car

Designed to meet the needs of an entirely new breed of truck buyer, the dynamic Ford Maverick is equal parts innovator and trendsetter. As the first standard hybrid pickup truck ever produced in the United States, the Maverick boasts a targeted EPA-estimated rating of 40 MPG city. Better still, its compact size provides effortless maneuverability, a low reach-in height for the bed, and still delivers spacious seating for up to 5 passengers. Further boosting its capabilities is an optional 250-horsepower 2.0L EcoBoost paired to a responsive 8-speed automatic transmission and an intelligent all-wheel drive system. When equipped with the optional tow package, the Maverick has the ability to tow up to a remarkable 4,000 pounds.

Engineered with an emphasis on DIY enthusiasts, the innovative FLEXBED™ lets you customize a number of cargo-carrying solutions right in the bed of the Maverick. Step inside the cabin and you'll find an array of standard connectivity features designed to keep you informed and entertained. Combined with an exceptionally low starting price, the Ford Maverick paves the way for the next generation of truck buyers. Unlike any other pickup truck, the Ford Maverick offers an unparalleled combination of capability and efficiency. In standard form, the Maverick is powered by an advanced 2.5-liter four-cylinder hybrid powertrain producing 191 horsepower and 155 lb-ft of torque mated to a continuously variable transmission driving the front wheels. In addition to a standard 2,000-pound towing capacity, the Maverick offers an unparalleled 40 MPG city and 500 miles of range on a single tank of gas .

Step up to the optional 2.0-liter EcoBoost® gas engine delivering 250 horsepower and 277 lb-ft of torque with an 8-speed automatic transmission. You can enhance the capability of the Maverick even further with an available all-wheel drive system along with an optional 4K Tow Package that doubles the conventional towing capacity to 4,000 pounds. The optional 2.0-liter EcoBoost four-cylinder is a longtime member of the C2 family, and in this application provides this small truck with 250 hp and 277 lb-ft of torque to work with. That's not exactly sports truck levels of performance, but the engine is perfectly well suited to the truck's size and character.

The eight-speed automatic transmission has a wide range of ratios to work with, ensuring the truck never felt hampered at elevation above Las Vegas. This optional EcoBoost powertrain is a must for customers looking to get all-wheel drive out of their Maverick, as the hybrid models currently only come in front-driver/CVT spec. Adding the more potent engine and all-wheel drive combo requires $3305, while the EcoBoost alone is a $1085 option.

Both trucks come factory rated with a maximum towing capacity of 2000 pounds, but only the AWD EcoBoost models can option the 4K Max Towing Package, which bumps the maximum tow rating to 4000 pounds. Instead of sharing parts and mechanicals with the Ranger, the Maverick rides on the same chassis as the Bronco Sport compact crossover. The standard powertrain is a hybrid setup that consists of a 2.5-liter four-cylinder engine, an electric motor, a continuously variable automatic transmission, and front-wheel drive. Ford also offers all-wheel drive, but only with the optional nonhybrid turbocharged 2.0-liter four-cylinder engine. All models sport the same four-door crew cab body style with a 4.5-foot bed. The Maverick is part of a new class of small pickup trucks that Hyundai is also entering with the upcoming Santa Cruz.

Rather than start with the Bronco Sport's turbocharged three-cylinder engine as the standard powertrain, Ford has gone hybrid with the Maverick's base powertrain. All trims come standard with a 2.5-liter four-cylinder that's assisted by an electric motor for a combined 191-hp. This setup only comes with front-wheel drive and a continuously variable automatic transmission. Buyers are able to opt for a nonhybrid powertrain as well, which swaps in a spunky 250-hp 2.0-liter four-cylinder and eight-speed automatic transmission; all-wheel drive is optional with this powertrain.

On the road, the Maverick feels downright peppy with the optional turbo four and at our test track, it reached 60 mph in 5.9 seconds. The hybrid powertrain is less perky but nonetheless gets the job done. To provide its impressive payload capacity, the Maverick's suspension is fairly stiff which leads to a somewhat rough ride over broken pavement. Once we get a chance to test the Maverick at our test track, we'll update this story with results. The Maverick XL starts at $19,995 (including a $1,495 destination fee).

The base $19,995 Maverick will be equipped with front-wheel drive and a 2.5-liter, four-cylinder, Atkinson-cycle gas engine paired with a 94 kiloWatt electric motor. Its towing capacity is 2,000 pounds, a figure Ford says the vehicle can pull at highway speeds, even on steep grades. Four-wheel drive, and a more powerful, but non-hybrid 2.0-liter four-cylinder, turbocharged motor mated to an eight-speed transmission will be available at higher trim levels. Ford is not yet talking acceleration numbers for any Maverick or prices for the options.

The standard powertrain is a gas-electric hybrid, combining a 2.4-liter engine with an electric motor for a system total of 191 horsepower. Paired with a continuously variable automatic transmission and only available with front-wheel drive, quick acceleration is not part of the package. But we recorded an impressive 43 mpg in mixed driving — not too shabby for a pickup truck with a 1,500-pound payload capacity and rated to tow 2,000 pounds. The Maverick's standard hybrid powertrain pairs a 2.5-liter four-cylinder engine with a small electric motor to produce 191 total system horsepower. Front-wheel drive and a continuously variable automatic transmission are also standard. It's a responsive combination that does a good job of getting the Maverick up to speed.

Power delivery is well-managed, and the engine is generally quiet, except under hard acceleration. An optional 2.0-liter turbocharged four-cylinder engine with 250 hp is paired to an eight-speed automatic transmission with front-wheel or all-wheel drive. The Maverick hybrid features a 2.5-liter Atkinson cycle four-cylinder mated to two AC motors, which combine to provide 191 hp and 155 lb-ft of torque. That power is fed to the front wheels via a continuously variable transmission, which helps the truck achieve up to 42 MPG in the city. Despite a 3674-lb curb weight, from behind the wheel that output feels adequate until you've already surpassed most highway speed limits.

Unfortunately, if not surprisingly, the CVT is not as nice to live with as the EcoBoost's eight-speed automatic, as it exacerbates the 2.5-liter four's grainy engine note at every throttle push. Speaking of that gas pedal, the Maverick Hybrid does require a rather large tip-in before the CVT is willing to simulate a new ratio. While that may take some feelings of brutish grunt away from the truck, the fuel economy benefits of the powertrain are hard to ignore.

Ford's published figures are easily achieved, and were simple to beat with minimal gamification of driving style. The only real oddity is the brake pedal, which is a bit inconsistent in feel. That's not abnormal with some modern hybrids, and isn't jarring enough to create problems in this case.

The Maverick is the first pickup truck in America to have a hybrid powertrain in its base configuration. The 191-hp, 2.5-liter hybrid four-cylinder is linked to a continuously variable transmission and drives the front wheels. This combination is EPA-rated at 37 mpg combined and has a total range per tank of 500 miles. We expect this small pickup to easily be more efficient than any other pickup on the market. The Maverick hybrid has a standard payload capacity of 1,500 pounds and a 2,000-pound tow capacity—plenty to tow a personal watercraft or two.

Traveling on dirt trails or snowy conditions will be traction-limited with the hybrid. All Mavericks are crew cabs, which means four full-sized doors and a fairly roomy back seat. Ford has incorporated many storage cubbies and bins throughout the cabin, including some large areas under the rear seat. Base models are far from plush, but do offer standard niceties such as a tilt-and-telescoping steering wheel with audio controls, remote keyless entry, and adjustable lumbar support for the front seats. More features are offered as standard or part of option packages on the XLT and Lariat trims, and include dual-zone automatic climate control, ambient interior lighting, and power front seats.

Ford says the Maverick's 4.5-foot bed can fit up to 18 sheets of 4x8-foot three-quarter-inch plywood without having to load them at an angle. The bed also features a 12-volt power point, with a 110-volt outlet offered as an option. For now, they're the only compact pickups available in the US market. The flashy Santa Cruz feels more like an SUV which happens to have a bed at the back, whereas the Maverick comes across as the more rugged truck.

The Ford starts at $4,000 cheaper which immediately gives it an advantage, but the Maverick misses out on some of the safety features that are standard on every Santa Cruz. While the Maverick hybrid leads the way for efficiency, it's the Santa Cruz that has a much better towing capacity of up to 5,000 lbs. Both trucks have a lot to offer and we appreciate that each automaker has given us a unique spin on what they believe a small truck should offer. Because of the Maverick's attractive starting price, Ford's legacy of high-selling trucks, and its exceptional gas mileage, we'll give the edge to the Blue Oval. The Maverick XLT ($22,280) adds passenger-side in-bed cubby storage, cargo tie-downs, power side mirrors, a power tailgate lock, cruise control, and upgraded cloth seats.

For most buyers, that makes the XLT trim the best mix of standard features and price. In a first for any pickup truck, the Maverick's base powertrain sports batteries and an electric motor as well as a gas engine. The 2.5-liter inline-4 hybrid powertrain delivers 191 hp net and 155 lb-ft of torque. Sold only with front-wheel drive, the hybrid aims for a 40-mpg estimated EPA city rating, and 37 mpg combined. It's the smoother powertrain of the two; the battery fills in off-the-line acceleration, while the CVT blends everything together for hitchless if moderate acceleration. Ford offers the Maverick in three trims—XL, XLT, and Lariat—with the XL being the best choice for keeping the price down as low as possible.

It lacks basic creature comforts that most buyers consider necessities, but would be good for use as a work truck. Going with the XLT adds 17-inch aluminum wheels, cruise control, a power lock for the tailgate, power exterior mirrors and more, making it the value-oriented model. We'd upgrade to the optional turbocharged 2.0-liter four-cylinder for $1085 and add all-wheel drive for $3305. To unlock the Maverick's maximum towing capacity of 4000 pounds, we'd also order the $745 Tow package. Ford offers the Maverick in three easy-to-digest trim levels, each available with the hybrid or EcoBoost powertrain.

While the Maverick XL's $19,995 starting seems tempting, it's easy to jack the price up to over $38,000 with a fully-loaded Lariat trim with the First Edition Package. We'd settle somewhere in the middle, opting for the XLT trim while keeping the more efficient hybrid drivetrain. The $2,345 XLT Luxury Package seems worth the price for a power driver's seat, 400W/100V inverter, bed rails, spray-in bedliner, heated seats, remote start, a leather steering wheel, and more. Ford Co-Pilot 360 is a handy $540 option that nets you blind-spot assist with rear cross-traffic, and lane-keep assist. Unfortunately, the XLT misses out on push-button start, so you start it with an old-fashioned key.

The truck we described would cost $27,305, or $1,085 more for the EcoBoost if you need the added towing capacity. The Maverick starts life as a hybrid, with a 191-hp combination of 4-cylinder and motor and batteries gunning for a 40-mpg EPA city rating. It's smooth but not too swift, and front-drive-only Maverick Hybrids have half the tow ratings of higher-spec models—but as an all-around economy-car replacement, it's in perfect pitch. A 250-hp turbo-4 can be fitted with all-wheel drive and off-road and tow packages to max out the Mav's adventure portfolio, but the 8-speed automatic shifts too much. With smartly tuned suspensions and hefty steering, the Maverick feels as good as any of Ford's compact SUVs; it's a high-water mark in Ford pickup ride and handling. The big benefit of having a standard hybrid powertrain for the Maverick is its very impressive fuel economy.

Initially, Ford promised that it was targeting 40 MPG in the city for the standard hybrid powertrain. However, when the final EPA estimate was announced the vehicle was good for 42 MPG in the city. Ford expects to return 33 MPG on the highway and a combined rating of 37 MPG.

That's better fuel economy in the city than the Honda Civic, with much more capability in towing and hauling for the Maverick. In fact, in our testing of the 2022 Maverick pickup, we achieved 40 MPG while carrying 1000 pounds of cargo. Any list of best features for the Ford Maverick has to start with its standard powertrain. With gas prices soaring and a global push towards electrification, the standard full-hybrid engine in the Maverick makes it the only pickup in America to come standard with hybrid power.

The engine under the hood of the little pickup is an Atkinson-cycle four-cylinder delivering 191 horsepower and 155 pound-foot of torque combined with the electric motor. The standard hybrid engine is only available with a continuously variable transmission driving the front wheels. Morphing a compact SUV into a pickup brings an unusual amalgam of car and truck traits. For example, massive, antisocial levels of wheelspin with the turbocharged front-drive, even from a rolling start. We'd recommend opting for all-wheel drive ($2220) with the more powerful engine.

In addition to the added traction, all-wheel drive brings with it an independent rear suspension, which replaces a torsion beam in the front-drivers. Over the road, the Maverick has the resolute solidity of a unibody SUV with a firm ride that enables the lofty payload and benefits body control. A flourish is playful lift-throttle rotation at the limit, reminiscent of the compact hatchbacks that Ford no longer sells. But the stability control can't be completely disabled, so it's a short-lived thrill. The steering has a truckish imprecision, and efforts are on the high side, while the brake feel from the upsized brakes, relative to the Escape or Bronco Sport, is solid and confidence inspiring.

In our 70-to-zero-mph brake test, the Maverick stopped in 172 feet, about in line with the Hyundai Santa Cruz and better than what we've measured in a Honda Ridgeline or the Maverick's big-brother Ranger. Wringing it out brings mostly flow noise from the exhaust system. But it's quick; the sprint to 60 mph in an all-wheel-drive FX4 we tested came in at 5.9 seconds. And, in our 75-mph highway fuel-economy test, the Maverick matched its 29-mpg EPA highway figure. There are charging stations for EVs in Athens GA at 45 different places, and at least 900 different choices throughout the state. With the hybrid engine, the Maverick offers an EPA-estimated driving range of up to 500 miles and a combined EPA-estimated mileage of 37mpg.

Max payload is $1,500 pounds, and with a towing capacity of up to 4,000 pounds with the upgraded engine and towing package, and a base price just under $20,000, this is a truck that really can't be beaten. The 4.5-foot bed and multi-position tailgate add to your opportunities for hauling and storage. Part crossover, part pickup, part compact hybrid, the all-new Ford Maverick slides into some rare unoccupied space in the market. The Hyundai Santa Cruz offers a similar concept and car-like dynamics but lacks the Maverick's hybrid engine option and costs thousands more. Real-deal traditional pickups such as the Nissan Frontier and Ford Ranger are just that, real-deal traditional pickup trucks.

They can do more, but they cost more and don't ride as comfortably. The Maverick does its own thing and does it exceptionally well, offering a fun-to-drive nature, exceptional fuel economy, car-like comfort, and considerable utility at a bargain price. It's the perfect pickup for city dwellers or first-time buyers on a tight budget. With the low price comes a simplified lineup and carefully omitted features. For example, there's no rear defroster available at all, and cruise control is an option on base XL models.

To get push-button start and get rid of the key cylinder—remember those? —you have to step all the way up to the top Lariat trim ($26,985). Heated seats and a heated steering wheel are only included with the $2345 Luxury package on XLTs or the $3340 Luxury package on Lariats. There are no interior trim or color options within a trim level, and there's no leather.

The 8.0-inch touchscreen isn't as high-resolution as Ford's best and excludes features such as built-in nav, although that's no real loss with standard Apple CarPlay and Android Auto functionality. Sharing its basic platform with the Ford Escape and Bronco Sport crossovers, the small, crew-cab, four-door, five-seat Maverick stretches nearly a foot shorter than a Ford Ranger. Standard is a gas-electric hybrid with a 2.5-liter I-4, electric motor, 94-kW lithium-ion battery pack and 191 total-system hp, all managed by a CVT automatic transmission. Optional is a 2.0-liter, EcoBoost I-4 turbo that lays down 250 hp through an eight-speed automatic. The hybrid is strictly front-drive while the blown four is compatible with front- or all-wheel drive.

The Santa Cruz's two top-end trims, the SEL Premium and Limited are quite different from the Maverick, packing 281-hp turbocharged engines and all-wheel drive as standard. Instead, look to the mid-range SEL to challenge this front-drive, hybrid-powered Maverick. For those wanting more power, a 2.0-litre EcoBoost four-cylinder is available as an option. It's rated at 250 hp / 277 lb-ft of torque and is paired with an 8-speed automatic transmission and all-wheel drive. The payload rating is the same as the 2.5-litre, but towing can double to 4,000 pounds when equipped with the optional 4K Tow Package. Fuel consumption ratings for this powertrain haven't been released.