The pint-size pickup became a sales monster overnight. If it can put up with our abuse, you better believe it’s built as tough as any other Ford.
Bucking the Trend
We live in a world where more begets more. We’re overtaxed by the man. Treats are sweet, so we overeat. And with the average transaction price for a new vehicle now around $50,000, it’s easy to overspend. Bucking the idea that more is better, larger is king, and consumption is necessary is the 10Best-winning Ford Maverick.
A Truck That Packs a Punch
When the Maverick launched for 2022, it was anything but over the top. With a base price of $21,490, a standard hybrid powertrain driving the front wheels, and eye-popping EPA fuel economy, it became an instant hit. Who would’ve thought a small, front-drive pickup would be so successful? Apparently not Ford, as demand was so intense out of the gate that the company couldn’t build the trucks fast enough.
Our Maverick Experience
Eager to try one out for a 40,000-mile long-term test, we twiddled our thumbs waiting for our Maverick to be produced. We did debate which model we wanted. The optional 250-hp turbocharged 2.0-liter four paired with all-wheel drive was a strong front-runner, owing to its 5.9-second sprint to 60 mph and 4000-pound maximum towing capacity. In the end, though, we went with the more popular powertrain: the front-wheel-drive, 191-hp hybrid.
A Refresh for the 2025 Model Year
We did make the most of the Maverick’s 1500-pound payload capacity. We hauled around bikes (both motorized and nonmotorized) and junk from our garages. When spring came and it was time to fill flower beds with fresh mulch, we were pleased to discover that the truck bed neatly holds a yard of brown shredded bark. With a thumbs-up from the loader driver, the wet heap showed no signs of fazing the Maverick.
Maintenance and Durability
A refresh for the 2025 model year addressed our two biggest complaints. Some folks thought the 8.0-inch infotainment screen was too small and groused that they needed a cord to operate Android Auto and Apple CarPlay. The revised dash comes with a 13.2-inch screen and wireless connectivity. And all-wheel drive is now optional with the hybrid, something that was not the case when we spec’d ours and we would’ve loved.
Specifications
- Vehicle Type: front-engine, front-motor, front-wheel-drive, 5-passenger, 4-door pickup
- PRICE: Base/As Tested: $29,515/$33,030
- Options: XLT Luxury package (remote start, trailer hitch with 4-pin connector, drop-in bedliner, LED box lighting, heated seats and mirrors, full-size spare, 8-way power driver seat, 110-volt inverter with cab and bed outlets), $2275; Ford Co-Pilot360 package (blind-spot detection with cross-traffic alert, lane-keeping system), $650; soft tri-fold tonneau bed cover, $590
- POWERTRAIN: DOHC 16-valve 2.5-liter inline-4, 162 hp, 155 lb-ft + AC motors, 105 and 126 hp, 48 and 173 lb-ft (combined output: 191 hp; 1.1-kWh lithium-ion battery pack)
- Transmission: continuously variable automatic
- CHASSIS: Suspension, F/R: struts/torsion beam; Brakes, F/R: 12.8-in vented disc/11.9-in disc; Tires: Continental ProContact Tx; Wheelbase: 121.1 in; Length: 199.7 in; Width: 72.6 in; Height: 68.7 in; Passenger Volume, F/R: 55/47 ft3; Curb Weight: 3726 lb
- C/D TEST RESULTS: NEW – 60 mph: 7.4 sec; 1/4-Mile: 15.7 sec @ 90 mph; Top Gear, 30–50 mph: 3.7 sec; Braking, 70–0 mph: 181 ft; Roadholding, 300-ft Skidpad: 0.78 g
- C/D FUEL ECONOMY: Observed: 34 mpg; EPA: Combined/City/Highway: 37/42/33 mpg
A Truck That’s Right for the Job
When our long-term Ford Maverick pulls into the lumber warehouse or the landscape supply yard, there’s a nervous gulp that glugs from under the hood. These lots are full of big trucks. Shiny half-, three-quarter-, and one-ton rigs capable of towing trains without breaking a sweat. Diesels and V-8s pound their chests. It’s an intimidating place for a little truck.
But then we remind our Maverick of the timeless proverb: “It’s not the size of the truck; it’s how you use it.”
A Truck That Fits the Bill
We’re unsure what a yard of mocha brown wood chips might weigh, but it showed no signs of threatening the Maverick’s 1500-pound payload capacity. The hybrid powertrain handled the load with minimal strain; we even saw a few miles of electric-only driving.
