Capability, Spaciousness & Versatility

The economical Ford Maverick of the 1970s was a wildly popular sedan — even equalling Mustang sales in its first year — as rising gas prices spurred shoppers to become more fuel conscious. The $1,900 starting price at launch didn’t hurt either.

Ford dusted off the nameplate a couple of years ago and enjoys similar success with the new Maverick, but now it’s a compact pickup truck. The success should come as little surprise from a company that lays claim to the best-selling full-size truck in the nation — the F-150 — for 47 years running. 

The Maverick’s year-over-year sales are in the stratosphere. Ford sold 109,000 of them in the first nine months of 2024, a 64% increase over 2023. The Blue Oval can’t keep up with demand.

For 2024, Ford oddly swapped the standard and optional engines. Ford switched the standard hybrid from last year with the 2.0-liter turbocharged EcoBoost, so you get more power and towing (4,000 pounds) this year. But expect to pony up another $1,500 for the hybrid and its extra MPGs. Two new exterior colors also were added: Terrain and Azure Gray Metallic.

Maverick should appeal to fans of the old Ford Rangers from 20-plus years ago. Side by side they are similar in size, though the Maverick is a couple inches shorter in length and wheelbase. The Maverick’s higher hood and cargo-bed walls give it a heftier appearance, while blacked out grille, wheels and mirrors make it meaner.

As for the Ranger, it grew up and became a midsize truck, which opened the way for the mini Maverick and its sole competitor, the Hyundai Santa Fe. But expect more small trucks like these to join the party.

The Maverick is available only as a four-door crew cab with a 4.5-foot bed. No exceptions. And it doesn’t have the rugged chops of a body-on-frame truck; this is a unibody crossover, sharing a platform with the Bronco Sport. 

But it can be equipped for off-road adventure. Opt for the top-line Lariat trim for 8.3 inches of ground clearance, add the FX package for tow hooks and hill descent, or go full tilt with the Tremor trim and get skid plates, trail control and tougher off-road suspension. 

The Maverick Hybrid XLT is the way to go for a quieter ride with nimble handling and about 15 more MPGs than the 2.0-liter turbo.

The hybrid powertrain combines a 2.5-liter four-cylinder engine with an electrical motor for a total output of 191 horsepower and 155 pound-feet of torque. Power is directed to the front wheels via a CVT (continuously variable transmission) but an all-wheel-drive system is now available, too. It sprints to 60 mph in 7.6 seconds, the quarter-mile in about 16 seconds.

The hybrid’s instant torque makes it surge from a traffic light. Under way it feels trucky, but is easy to drive. The suspension helps keep it well planted on corners while taming most bumps around town.

Steering is light so it’s a breeze in tighter parking areas, with an assist from its 40-foot turning radius. Brakes are competent, but occasionally too sensitive. 

Drive modes modify performance a bit for varying conditions, and include Normal, Eco, Sport, Slippery and Tow/Haul. While the hybrid can only tow 2,000 pounds (half the tow capacity of the non-hybrid) it equals the latter’s payload cap with a respectable 1,500 pounds.

The cargo bed is user-friendly with a load height of 30 inches, and it has 10 tie-downs (two of them do double-duty as bottle openers!) to secure the load. Ford says 4x8 sheets of plywood can lay flat with the tailgate opened midway. Included are a 12-volt outlet and optional 110-volt.

The hybrid is EPA-estimated to get 42 mpg on the highway, 33 city, for 37 mpg combined. More than a few say those figures are conservative and their trucks are doing even better.

The five-passenger cabin is simple but attractive. Enhancing the look are two-tone upgraded cloth seats with accent stitching and soft vinyl covers on the dash and center console. Not everyone will like the cut-out armrest/door handles but, like it or not, it’s different.

Seats are firmly padded but comfortable and there’s adequate head and leg room up front. Eight-way power adjustments come with the XLT’s luxury package. In the rear, there’s one-inch less legroom than the gas-engine, and it’s tight on foot room, too. The rear seats flip up to reveal storage pits but the hybrid version loses one of them to the 1.1 kWh battery.

But the Maverick offers plenty of other spots to stash stuff: The door panels can hold large water bottles and there are spots under the center console, and under and above the infotainment screen up front.

Every Maverick now gets a 13-inch touchscreen which accommodates Ford’s Sync 3 system. It’s compatible with Apple CarPlay and Android Auto and includes two USB ports up front and even a Wi-Fi hotspot. Wireless charging is optional and so is a Bang & Olufsen stereo system for sound buffs.

Standard on all Mavericks is automatic emergency braking with pedestrian detection. Ford’s Co-Pilot360 safety system is available on higher trims and includes adaptive cruise control, lane departure warning and lane keep assist.

The Hybrid Maverick is carving its own path amid the crowded truck market. No, it can’t compete with the big and powerful, but it’s a fun, versatile little truck with plenty of payload capacity
and impressive fuel economy — far better than the 22 mpg Maverick sedan of the ‘70s. 

Barry Spyker was the automotive editor and columnist for the Miami Herald

Comments