Yahoo Autos 2022 Ford Maverick First Drive Review | Little truck is a big deal
NASHVILLE, Tenn. — We’ve been looking forward to driving the 2022 Ford Maverick for a long time now. Back when the compact pickup truck was first revealed, we at Autoblog stated how we each thought we’d configure ours, were we to buy one. I thought I’d pick a base hybrid, and add the Ford Co-Pilot360 driver assistance package (and a console safe). This was before I’d had the chance to even see the truck in person, let alone drive it. Still, my preferred configuration came out to a mercifully low $22,895. Now that I did finally get to see the Maverick in person and spend a good number of miles on- and off-road in multiple versions, I was eager to find out if my initial thoughts would hold true.
We’ve seen plenty of photos of the Maverick, and have even spotted prototypes testing around the Metro Detroit area, but it wasn’t until we stood next to one that we really realized how diminutive this truck is. At a height of just 68.7 inches — 4.6 inches lower than the Ranger, and 6.9 inches shy of the F-150, we could see right over the roof. It is, after all, built on Ford’s C2 modular platform shared with the Escape and Bronco Sport. But for such a little pickup, it’s got a big personality.
The Maverick’s standard powertrain is a hybrid system, with a 2.5-liter engine and electric motor making a total of 191 horsepower 155 pound-feet of torque. The hybrid is only available with front-wheel drive, but it’s the efficiency darling with a targeted fuel economy rating of 40 miles per gallon city and 33 mpg highway. The hybrid is rated for a 1,500-pound payload and 2,000 pounds of towing.
Stepping up into the 2.0-liter EcoBoost engine earns you a total of 250 horsepower and 277 pound-feet of torque. It shares the hybrid’s 1,500-pound payload, but can tow up to 4,000 pounds with the available tow package ($745). It does away with a continuously variable transmission in favor of an eight-speed automatic. Choosing the EcoBoost also means you can opt for all-wheel drive, which also swaps the independent torsion beam rear suspension for a multi-link setup.
Regardless of the powertrain, the Maverick can be had in one of three trim levels: XL, XLT and Lariat. The base XL trim starts at $21,490 (including $1,495 in destination fees) for the hybrid. The EcoBoost adds $1,085 across trim levels, while all-wheel drive adds an additional $3,305. Finally, for those who want to venture further off the beaten path, the all-wheel-drive Maverick XLT and Lariat trims offer the FX4 package ($800) with all-terrain tires, a specially tuned suspension, extra underbody protection, Mud/Rut and Sand drive modes, as well as hill descent control. A fully loaded Lariat with EcoBoost, all-wheel drive, FX4 package, 4K tow package, Ford Co-Pilot360 and the Lariat Luxury package rings in at $35,715.
The interior of the Maverick is an interesting place. Cost-saving measures dictate the inclusion of a lot of hard plastics, but we see and feel interesting shapes and textures. The plastic across the top of the dash has a grain reminiscent of canvas. We see interesting colors from the inclusion of ground carbon fiber byproduct in other hard plastics. The door panels are molded to provide storage for a multitude of water bottles of various shapes and sizes (and I’m thrilled to report that a 32-ounce Nalgene fits snugly in the rear door). The door armrest is cut out, leaving a cantilevered grab point complete with exposed fasteners for a rugged, utilitarian look. There are storage cubbies below the center stack, next to the standard 8-inch touchscreen and on top of the dash behind the screen. The rear is home to more hidden storage in the cavernous bins beneath the second-row bench.
