By Jim Prueter
MotorwayAmerica.com

(February 6, 2022) By now most of you have heard about Ford’s newest vehicle, a small pickup truck called Maverick. In fact, enough people have heard about it, and consumer demand is such that Ford has suspended taking orders for it as I’m writing this review in January 2022.
   


The all-new Maverick, which comes standard as a front-wheel-drive hybrid with a 37-mpg combined fuel economy rating, has been nothing short of a sensational hit for the brand. It’s likely Ford will reopen orders this summer, most likely in August, as the 2023 model year becomes available.

With a starting price of $19,995 it isn’t just the least expensive Ford, it’s the least expensive pickup truck and least expensive hybrid you can buy. As most know, Ford has gone all in on trucks and SUVs (Mustang is the only car it still builds) and the new Maverick makes perfect sense as its entry-level model.

Maverick isn’t built on a traditional full box truck frame, rather it’s built on a version of the platform used on the Ford Escape and Bronco Sport SUVs and comes standard with a front-wheel drive 191-horsepower hybrid engine connected to a continuously variable transmission (CVT). It is available only as a five-passenger, four-door crew-cab model in three trim levels: XL, XLT, and Lariat.

Visually, the three trim levels differ minimally with only minor trim details like body-colored or black door handles, front headlamp lighting design differences and turn indicators being either black or silver, and different wheel design with upper models getting styled alloy wheels while the base gets simple silver painted wheels. I actually preferred the look of the base trim level’s wheels.

Similar in size to the previous generation Ford Ranger pickup, Maverick is 10 inches shorter than the full-size Ford F-150 and has a beefed-up chassis good for a compelling 1,500-pound payload capacity. It can tow 2,000 pounds with the hybrid engine — about the same as some small SUVs — and up to 4,000 pounds when equipped with all-wheel-drive and the optional tow package ($745). That includes the larger non-hybrid turbocharged 2.0-liter 250 horsepower EcoBoost four-cylinder engine, paired with an 8-speed automatic transmission.

Outside, the overall look of the Maverick is clean and simple, yet modern. It certainly won’t turn heads as a runway beauty, but it honestly looks pretty good. Amazingly so? No, but good enough with a few interesting design features such as the “dog bone” grille design that houses the front amber turn signals. I actually like the rear design the best, where it transitions from the four-door cab to the cargo bed and the stamping of the MAVERICK name across the entire tail gate. Even the off-center license plate mounting adds a dash of character.

Maverick is offered in 11 different colors on the top Lariat trim (yes, some are at an extra cost), 10 for the XLT, and seven for the base XL. Our mid-level XLT test Maverick was painted Hot Pepper Red ($390) that looked closer to a chestnut color than red, but still looked good. My preference is either the no-extra-cost Area 51 (bluish gray) and Cyber Orange ($495) that looks more yellow-gold than orange.

The Maverick’s cargo bed is just 4.5 feet in length, a foot shorter than the smallest bed offered on the F-150. Ford calls it the Flexbed for reasons II will detail below. Still, Ford designers conformed it to carry standard 4x8 sheets of plywood by positioning the tailgate at an upward angle to be even with the tops of the rear wheel wells. There’s a little sticker next to the 12V outlet in the bed that has a QR code. Scan it, and it takes you to Ford’s site that’s full of easy DIY instructions complete with step-by-step guides to show you how to do things such as adding LED bed lighting, an air compressor and other useful gadgets.

While the exterior design is good, in my opinion, I was really smitten by the simplicity of the interior with its panoply of hard plastic design, wide-ranging and impressive textures and executions, and brilliant simplicity. There’s a light dove gray front dash and door trim with instances of carbon fiber blended into the material that looks like quartz, with no apologies for hard plastic. It looks amazing. Even better, all interior materials (seat fabric included) were chosen for maximum durability, with easy-to-clean simplicity.



The door pockets are huge and capable of holding several large to normal size water bottles, along with things like a tissue box and other personal possessions. Our interior was upholstered in a unique light gray and charcoal cloth fabric with a slightly tweed textured look and feel, sewn together with cool looking orange stitching. Seats were comfortable and perfect for the look, design and feel of the interior. The splash of orange plastic trim on the air vents and roomy console bin just in front of the rotary dial shift knob matches the stitching color.

If you’re a technophile, you’ll struggle with just having the simple controls equipped in the Maverick. Regardless of trim level you choose, the Maverick has traditional controls with physical buttons and knobs for almost everything, which I really liked. The up-market Lariat models use Ford’s previous Sync 3 infotainment system, while XL and XLT have a more basic stripped-down version. All Mavericks have Android Auto and Apple CarPlay compatibility, but a wireless option is not possible. All trim levels come with a decent-sized touch screen – eight inches — but functions are limited.

Front seats are especially roomy and comfortable. However, I’m quite tall and need the driver’s seat in most every vehicle adjusted all the way back for maximum legroom. That position pushed the back of my seat within just a few inches of the bottom cushion of the rear seat, yielding room for no one to sit behind me. And speaking of the rear seat, there are clever and useful storage cubbies under the rear seat accessed by simply folding it upright.

On the road, Maverick was a delight to drive. We were hoping for the hybrid Maverick, but Ford sent the larger engine XLT trim with just rear wheel drive. Just turn the key to begin — yes, Maverick still has an ignition key — and select the gear via the rotary shift knob on the center console. We found the Maverick was well built, tight, void of squeaks and rattles, and extremely quiet at highway speeds. Power was more than adequate with good acceleration for getting up to highway speeds and for passing other vehicles, with easy-going driving dynamics.

Overall, the all-new Ford Maverick is an excellent small pickup truck that’s inexpensive, exceptionally practical and utilitarian, comfortable and extremely well thought out, engineered, styled and designed. It’s definitely more truck than SUV with modest hauling and towing capability.

Bottom line, I think Ford really got this truck right. The fact that you can get a brand-new truck for under $20,000 and about $26,000 when adding equipment most people would like to have, and comparing that to the average new car transaction price today of around $43,000, shows Ford is on the right track. For the money, Maverick is an extremely compelling vehicle. With an already “sold out,” status it’s clear the car buying public agrees.

Vital Stats
Base Price: $19,995 to $25,860
Price as Tested: $30,235
Engine/Transmission: 2.5-liter Atkinson-cycle four-cylinder hybrid 191-hp mated to a continuously variable transmission and front-wheel drive or a 2.0-liter EcoBoost® gas engine delivering 250-hp with an 8-speed automatic transmission with standard front-wheel drive or available all-wheel drive.
Seating: 5

Where Built: Hermosillo, Mexico

Crash Test Safety Ratings: Not yet rated

Competes With:
Chevrolet Colorado
Ford Ranger
Honda Ridgeline
Hyundai Santa Cruz
Nissan Frontier
Toyota Tacoma

Fab Features:
Sub $20k starting price
Superb hybrid and gas only powertrains
Functional, capable with SUV-like ride and drive