The most basic new truck you can buy is surprisingly good.
The mini truck used to be an exceptional option for plenty of drivers. A compact offering that carried a decent amount of stuff in the bed, had a little engine that got the job done while providing decent fuel economy, and a no-fuss cabin that did enough for making a commute or work trek barely comfortable. As pickups have become massive, thirsty, and wildly expensive, the world needs a basic compact truck that can get simple tasks done while providing more versatility than a crossover without breaking the bank. Ford has figured this out, and introduced the Maverick as a compact pickup to be reasonably functional, moderately powered, fuel efficient, and attractively priced.
A few months ago, I reviewed the Maverick’s middle XLT trim level, in all-wheel-drive form, with the punchier engine option, and thought it was the perfect small truck for anyone at around $31,000. What I wanted to learn more about was the most basic model Maverick Ford offers, its XL hybrid model. With front-wheel-drive in a pickup, real truck guys might scoff at it, but the entry level hybrid Maverick focuses on massive fuel economy at a starting price of $20,000. I had to see what was up with this budget pickup.
The Key Specs
Ford builds the new Maverick on a unibody platform, specific to the Maverick. In its standard form, the Ford Maverick is propelled by a 2.5-liter 4-cylinder hybrid that produces a combined output of 191 horsepower and 155 lb-ft of torque. The Maverick’s optional engine is a new 2.0-liter EcoBoost turbocharged 4-cylinder that produces 250 horsepower and 277 lb-ft of torque. A CVT with front-wheel-drive is the default drivetrain, with all-wheel-drive paired with an 8-speed automatic available as an option for either engine.
All Maverick models are SuperCrew four-door pickups, with a 54-inch bed. Dimensions include an overall length of 199.7 inches, a 68.7-inch height, 72.6-inch width, and 8.3 inches of ground clearance. The Maverick’s wheelbase is is 121 inches, with a front track measuring 63.4 inches, and a rear track of 62.8. Compared to the Hyundai Santa Cruz, the Maverick has a 4-inch advantage with its overall length and wheelbase, but gives up two inches in the overall width and track categories. I’ll dive into the towing and cargo capacities in a moment. The big draw to the Ford Maverick isn’t just its reasonable proportions, but also its price.
At a base price of $19,995, and a destination charge of $1,495, the total MSRP of this Maverick XL hybrid is $21,490. That figure makes it several thousand dollars cheaper than the Hyundai competition, which in all fairness starts with a bit more equipment. Opt for the XLT trim, and the base price is $22,360, with the range topping Lariat starting at $25,860. Adding the 2.0-liter EcoBoost engine adds about $1,000 to any trim level, and upgrading to all-wheel-drive (which is only available with the 2.0L) will add another $2,000 to the ticket. Go wild on upgrading with a leather interior and heated seats, adaptive cruise control, improved towing capacity, and off-road capability, and the Maverick’s sticker price can shoot up to a still reasonable $35,000 (matching the loaded Santa Cruz’s figure).
Basic Daily Functionality
Budget packaging is clear with the XL trim level of the Ford Maverick, but that doesn’t make it unpleasant to drive. Ride quality is a bit on the firm side, thanks to spring rates designed to cope with cargo being tossed in the bed. Handling is still decent in the front-wheel-drive Maverick that has a basic twistbeam rear suspension rather than the independent multi-link trailing arm setup provided with the all-wheel-drive models. Surprisingly the Maverick is more agile than any truck I’ve driven, with dynamics that resemble a small sedan rather than a pickup. Crossovers I’ve reviewed in the past couple years don’t feel as nimble as the Maverick.
Instead of having a tachometer in the instrument cluster, Ford gives the Maverick hybrid a power consumption gauge to indicate how much you’re consuming when hitting the throttle and the amount being regenerated under braking. When coming to a stop, the digital display will show how much energy has been recaptured under braking and deceleration too. The hybrid engine has decent power on-tap, and the hybrid assistance provides a reasonably smooth torque curve. The 2.0-liter I tested in the Maverick XLT is noticeably quicker, but if power isn’t important, take advantage of the obscene fuel economy offered by the hybrid engine.
While the all-wheel-drive EcoBoost engine has EPA fuel economy estimates of 22/29/25, its front-wheel-drive variant gets a slight bump of an added mile per gallon in each condition. The hybrid Maverick increases the fuel savings dramatically, offering a whopping 42/33/37 (city/highway/combined) MPGs according to the EPA estimates. During my week-long test, I hit an average of 38 MPGs, which is fantastic for a truck of any size, and beats plenty of new compact cars currently on sale.
Despite its compact intentions, the Maverick’s cabin is actually quite roomy. Seating position up front is somewhat low, allowing for a great amount of headroom. The width of the cockpit is reasonably spacious too. At 5’11” I’m not terribly tall, but even when sitting behind my driver seat position, the back seat of the Maverick didn’t feel too cramped. A couple friends had no trouble hopping in the back seat when we made a dinner run, but did mention the ride was a bit stiff for them.
Ford’s Sync infotainment system is installed within the somewhat small touchscreen, but it gets the job done. Apple CarPlay and Android Auto come standard, but in the most basic XL trim, the Maverick doesn’t have Sirius XM satellite radio. I have a hunch Ford has prepared the Maverick’s interior for future updates, as is clear when spotting the big storage hole next to the infotainment display. I appreciate the smart design of the door handles, that allow for easy grabs from any angle, while using an unconventional appearance. Same goes for the nicely separated compartments ahead of the cupholders and shifter, where anyone can pop their phone or other small items.
The Humble Worker Bee
A front-wheel-drive pickup isn’t going to attract big truck buyers, but the Ford Maverick is designed as a solution to drivers who need a hint more function than the sedan or crossover they’ve had for ages. Thankfully intelligent all-wheel-drive is available at a reasonable price, in addition to Ford’s FX4 off-road package with beefier tires than the Continental all-seasons fitted here, should you want to go places far from the city streets. Even as a basic pickup, I got the nod of respect from several construction and electrical workers I came across around downtown Austin (which is seemingly under constant construction), which was pleasantly surprising. When I was parked to take pictures of the Maverick, I had separate groups of people walk over to ask me about it and poke around. This truck has plenty of appeal.
One key advantage of the Ford Maverick is bringing simple versatility to the masses without trying too hard to appear rugged or functional. A 4.5-foot bed may not seem big enough, but for weekend warriors, mountain bikers, or casual campers, that bed will be more than enough to tote their belongings. Anyone who has paid attention to the fleet at an auto parts store will remember when small pickups were the ideal solution, and the Maverick will be appealing to them.
Ford designed smart Flexbed features from its larger trucks into the Maverick’s cargo area, with plenty of factory and dealer-installed accessory options to fit the bed however the owner needs. From tie-downs, power outlets, bike racks, and tool solutions, Ford really put some effort into planning the Maverick’s workhorse capabilities. Base payload capacity in the Maverick is only 1,500 pounds, but that’s not bad for the average person. Standard towing capacity is 2,000 pounds, which can increase to 4,000 pounds with an optional towing package. You won’t be pulling a massive boat with the Ford Maverick, but that’s not the focus of a pickup in this segment.
Cabin functionality is somewhat simple, but the rear seat does fold flat (once you drop the headrests), allowing for the interior to serve as an additional secure storage area. What’s really interesting is Ford’s crowdsourced 3D printing platform known as Ford Integrated Tethering System (FITS), which allows Maverick owners to design, produce, and install various storage and functional solutions that fasten into the cabin’s receiving points.
Simplistic At Its Core
Hitting a price target of $20,000 meant that Ford went truly spartan with its base XL trim. From the basic steel wheels wrapped in basic all-season tires to the black plastic body cladding and rear bumper, the Ford Maverick keeps costs low with simple features. The XLT and Lariat Maverick trims get cooler wheels wrapped with better tires, and are touched up with better exterior trim too, if the cheaper exterior is a breaking point. At least LED headlights are standard on all Maverick models. One funny feature is the practical beep tones emitted from the Maverick when reversing, as the hybrid model uses its silent electric power when backing up.
I can complain that Ford went with some seriously dated switchgear you’d recognize from a 10-year-old Focus, instrumentation that’s truly plain, and single-zone climate control components to hit the Maverick’s price target, but at least these details have the core functions they need to provide to drivers. The Maverick XL’s cockpit is really cost-cutting compared to the next level up XLT trim level, with bigger use of hard plastics and cheaper cloth seating surfaces, but Ford didn’t make this cabin sound too cheap. It surprised me how quiet this budget pickup was during my driving around a busy city, without any rattles or squeaks. Upper trim levels will carry over the touch points from the XL, but the seats, door trim, and center console will be treated to softer materials.
Basic Isn’t Bad In A Little Truck
Ford hit a home run with the new Maverick. With a massive gap in the pickup market, people needed an inexpensive model that offered good functionality versus the crossover they’ve been stuck with. Whether you’re an occasional camper, frequent cyclist, gardener, farmer’s market vendor, or skilled laborer, the Ford Maverick will tick several boxes for anyone who wants a pint-sized truck that gets the job done. The only challenge for Ford is keeping up with the immense demand for this new little truck, as dealer’s can’t keep them in stock. Pickup purists and manly men may scoff at the compact Maverick, but Ford makes plenty of trucks to satisfy any their needs.
If the Maverick is too small or too simple, there’s an all-new Ranger coming later this year, to meet the demands of the midsized truck driver. The daily drivability and massive fuel economy of the Maverick should impress anyone, especially when opting for the efficient hybrid model during a time of wildly high gas prices. For those who know exact what they need from a small truck, the Ford Maverick will meet their demands and go easy on the wallet both with monthly payments and at the gas pump. I think the Maverick is a great small pickup, and a massive hit for Ford.
