Now in its second year of production, consumers have widely praised and sought after the Ford Maverick for all the things it is not. A vast, gas-guzzling body-on-frame truck is the main culprit here. That’s on purpose; Ford had the foresight to foresee that many people would benefit from a tiny pickup truck that was affordable and efficient, focusing on frugal exploration. Trucks like the Toyota Tacoma formerly exemplified such traits, but they’ve since evolved into their present mid-size forms throughout two generations. Larger, more sophisticated trucks ultimately supplanted the simpler Chevrolet S-10 and Ford Ranger of the 1990s.
While both companies met their deadlines for delivering the 2022 Hyundai Santa Cruz, Ford focused squarely on the value paradigm, while Hyundai catered more to the needs of the middle class. The EPA estimates that the standard front-wheel drive 2023 Maverick XL hybrid will provide 37 mpg in combined driving and will cost you a minimum of $23,690 before adding the $1,495 destination charge. If you think that sounds like a good bargain, you’ll have to wait in line for a while since the whole production run of the 2023 Maverick Hybrids sold out in less than 24 hours due to high demand and persistent supply chain problems.
The 2.0-litre Ecoboost non-hybrid Maverick XL costs the same as the base model ($23,690). However, the Ecoboost allows you to add the 4WD ($2,200) and the 4k tow package ($745), neither available on the hybrid. All Mavericks come standard as a four-door crew cab with a 4.5-foot bed and can be had in XL, XLT, or Lariat trim levels. The Tremor package, introduced for 2023, includes extra rugged components for improved off-road performance. The Santa Cruz is a viable alternative, but as we saw in last year’s comparison, it has a different character and is more expensive.
The Maverick is 121.1 inches long, whereas the Santa Cruz is 118.3 inches long. Both vehicles have similar widths and heights. The Santa Cruz also has a 2.0-inch lower riding height and a roughly 3-inch slimmer overall profile. The Santa Cruz complex design contrasts Maverick’s classic “small truck” aesthetic. While Maverick’s bed is made of steel, Santa Cruz’s is lined with sheet-moulded plastic. The tailgate of the Maverick may be adjusted to be flush with the wheel wells, providing a stable three-point base for the industry-standard 4′ by 8′ sheets of plywood.
The Maverick’s Cabin is an exercise in value engineering. You can practically hear the Ford accountants, stylists, and product planners debating over the merits of the “let no space go unutilized” design philosophy as you examine the car’s contrasting smooth and rough plastics, limited technology, big abrupt door-pulls, and general lack of wasted space. The XL comes in a two-tone blue colour scheme, while the XLT is distinguished by its use of grey and orange. Thankfully, it doesn’t overdo it with fake quality finishes or other gimmicks but instead stays true to its intended purpose by being comfy and practical.
The Maverick shares its comfortable but unremarkable driving demeanour with the Escape and the Bronco Sport, all based on a modified version of the same platform. At least in the 2022 and 2023 test cars we used, it was silent, relatively smooth, and rattle-free. In other words, if you’re expecting more than a static display of competence, you’re seeking the wrong place. Instead, the Maverick is a practical tool, an easily adjustable and flexible answer to your transportation problems that won’t break the bank to own or run.
What’s New
- A new off-road package called Tremor
- Tremor’s advanced four-wheel drive technology provides locker-like performance.
Performance: Ford Maverick
The Maverick’s powertrains will remain the same in 2023. A 2.5-litre gasoline engine, two electric motors, and a continuously variable gearbox (CVT) are all used in the regular hybrid to provide a combined 191 horsepower. For those more interested in towing and acceleration than fuel efficiency, a turbocharged 2.0-litre EcoBoost four-cylinder is available; it produces 250 horsepower and 277 pound-feet of torque when routed via an 8-speed automatic.
All-wheel drive (AWD) and Ford’s Advanced four-wheel purpose (4WD), the latter of which is necessary for the Tremor ($2,995 shocks, 1-inch lift, fancier wheels, and all-terrain tires) and FX4 ($800 skid plates, all-terrain tires, and some loose-surface drive modes) off-road packages, are options available only on the 2.0-litre turbo. At the risk of oversimplifying, the Advanced 4WD has a mechanism that functions like a differential lock and can send torque to either rear wheel. The standard all-wheel drive, in contrast, is a front-biased system that only transfers torque rearward when it senses slip.
While neither engine will blow you away with a ton of sheer power, they provide more than adequate drive when unloaded. Astonishingly, they can carry 1,500 pounds and pull up to 2,000 without becoming completely limp.
An integrated trailer-brake controller, improved cooling, steeper ratios, and the ability to tow up to 4,000 pounds are all included in the $795 Tow package. However, if you alter your expectations, you’ll discover that it tows and hauls loads within its limits rather confidently. Of course, you won’t mistake it for a full-size rig or even a Ranger. That being said, the Ford Ranger and Chevrolet Colorado can tow up to 7500 pounds, so keep that in mind if you want to tow regularly or experiment with trailers that weigh within 20% of the vehicle’s specified limitations.
Fuel efficiency:
The Maverick hybrid achieves an EPA-estimated 37 mpg combined, 42 cities, and 33 highways, making headlines wherever it goes. It outperforms almost the whole non-hybrid small crossover class while being more luxurious than anything currently available in the pickup market. Even hybrid crossovers like the Honda CR-V, which has ratings of 38 combined, 40 cities, and 35 highways, can’t keep up with it. We recorded a dash-indicated 37.5 mpg in our Maverick hybrid in mixed driving.
With AWD variants losing one mpg in each category, the turbocharged 2.0 EcoBoost Maverick is rated at 26 mpg combined in 23 cities and 30 highways. Although still effective, the 19 mpg difference in the city rating compared to the hybrid might mount up for city dwellers. Santa Cruz gets a combined 23 mpg, 22 cities, and 26 highways, with AWD deducting one mpg from the city and one mpg from the highway. The Santa Cruz turbo 22 has 19 cities and 27 highway miles.
Driving and safety assistance:
The primary safety equipment was chosen with the bottom line in mind, much like everything else on the Maverick. Ford’s Co-Pilot360 system has LED headlights, automatic high beams, and forward collision warning with automatic braking. For $650, any trim may have lane departure warning, lane keeping assistance, blind spot detection, and cross-traffic alert added. Only the Lariat and the $3,750 Luxury Package come with lane centring, adaptive cruise with stop and go, and evasive steering aid.
The 2023 Maverick received five stars overall from the National Highway Traffic Safety Administration (NHSTA) and five stars for frontal and side crashes. The Maverick’s forward collision warning and braking system has a “good” rating from the Insurance Institute for Highway Safety (IIHS) for vehicle-to-vehicle frontal crashes despite not being crash-tested. Ford Escape and Bronco Sport, which share a platform, each got a Top Safety Pick and a Top Safety Pick Plus from the IIHS and an overall five-star crash rating from NHTSA.
Room and Comfort: Ford Maverick
Large door apertures that allow for simple entry for drivers of all sizes result from the Maverick’s mini-me Ford family vehicle profile. Similar to how the windshield is roomy for such a little car, there is ample shoulder space. The small seat bases, which could make girthier people a touch uncomfortable on lengthy journeys, and the modern hefty door handle design, which looks excellent but likes to compete for space with the knees of long-limbed drivers, are two areas of concern.
The Santa Cruz’s 36.5 inches of legroom is closely followed by the spacious backseat’s 36.9 inches (35.9 in the hybrid). The Ranger and Tacoma have just 34.5 and 32.6 inches of backseat legroom, respectively.
The practical design of the Maverick’s feature set provides you with all you need and very little that you do not. There are heated chairs available, but no vented ones. While the passenger’s seat has manual controls, the driver’s seat has an 8-way motorized option. Ford substitutes a tough “ActiveX” synthetic cloth for leather on the Lariat.
Infotainment: Ford Maverick
The Maverick comes with a single, standard 8.0-inch infotainment screen that, in lower versions, has an outdated, simplistic UI. Thankfully, a Wi-Fi hotspot and (wired) Android Auto and Apple CarPlay are included as standard equipment. On the Lariat, navigation is available, but it costs $3,260 in upgrades—$2,610 for the Lariat Luxury package and $650 for the improved CoPilot360—and it uses the Sync 3 operating system. Once again, we’d advise saving money for a new iPhone or Android gadget.
Additionally, the Maverick provides a ton of connection, including USBs, USB-Cs, and two 120V outlets (one in the bed and the other in the centre console’s back). The bed is also equipped with 12-volt pigtails for various owner- or aftermarket upfitter-installed electrical devices, which Ford refers to as “e-DIY” connections.
Pushbutton start, a wireless charging pad, and an eight-speaker B&O audio system are a few extras exclusively available with the Lariat’s Luxury Package.
Storage & Cargo Space:
Consider its 54-inch long bed, which is longer and more valuable than the 48-inch bed on the Santa Cruz and smaller than any midsize truck. It includes standard tie-downs, optional sliding cleats, LED bed lighting, dual bottle openers, and a bed wall cubby with a removable floor to accommodate more oversized items like an onboard compressor.
However, the multi-position tailgate that latches partially open at the same level as the tops of the wheel wells to transport 48-inch comprehensive sheet products is the true show-stopper. Additionally, there are threaded holes and slots for making your dividers and screw-in loops or hooks to make your storage options easier. However, It does not have the Santa Cruz’s or the midsize Honda Ridgeline’s “trunk” under the bed.
The cabin has practical storage as well. The vast centre console references Ford’s heavier vehicles. There is a place for everything thanks to the innovative open cubby storage in the console and dash and the variously sized bottle and cupholders. Under the flip-up rear seats, there is a sizable storage compartment, and there are holes everywhere where Ford-supplied or custom 3D-printed hooks, brackets, and accessory holders may be plugged in. The square-shaped recess immediately to the right of the central touchscreen is a curiosity; we wonder whether a bigger screen was initially planned but delayed owing to cost concerns or the unavailability of semiconductors. Perhaps a bigger screen will be an option for the following versions.
Design: Ford Maverick
Given the Ford F-series’ dominance in the market, it was inevitable that some of the essential family features—like C-Clamp headlamps—would trickle down. Santa Cruz is calm but divisive; it may sometimes resemble set decoration on a low-budget post-apocalyptic action film from the middle of the 1980s. Nevertheless, Ford did a respectable job of avoiding allowing the Maverick’s individuality to be overshadowed by the F-Series DNA. Few in its target demographic would notice that the Maverick and the Santa Cruz had crossover roots; if they wanted a 7/10ths scale of the F-150, they knew where to acquire one.
To be genuinely rough, the Maverick’s visage is a touch too similar to that of a 2000s Escape. However, its blocky pickup profile and square-jawed appearance prevent it from being adorable. The big tires on all trims (18 inches are the largest) complement the hefty retro-truck image, and the basic XL’s work-truck steelies are a pleasant touch.
The interior design, reminiscent of the 1970s and 1980s Toyota Hilux truck, is crucial and practical in a straightforward, what-you-see-is-what-you-get way.
The Ford Maverick: Is It Worth It?
With a starting price of around $23,690, plus a $1,495 destination fee, the Maverick is a fantastic bargain for any cheap mode of transportation in addition to being a truck. Unfortunately, the hybrid doesn’t have AWD, but drivers in colder climates may purchase a pair of winter tires that improve stopping and acceleration. If you can find a hybrid powertrain, it will also save you money at the gas station. Though all 2023 hybrids have been sold theoretically, they sometimes turn up on dealer lots when buyers cancel reservations before receiving their vehicles.
If not, we like the $26,595 mid-level XLT with the 2.0-litre Ecoboost. For an additional $2,200, we’d add the essential AWD, $800 for the FX4 off-road kit, $745 for the 4K tow package, and $495 for a spray-in bedliner before calling it a day at $30,885. A Maverick Lariat can be optioned up to the $40k level. Still, at that point, a whole host of alternatives enter the discussion, ruining the elegance of the Mavericks’ value argument.
How Much Does 2023 Ford Maverick Insurance Cost?
The Ford Maverick is a more recent model so that statistics may vary, but its insurance rates seem comparable to its rivals. According to our analysis, an average yearly premium for a typical 30-year-old female driver with a clean record is around $1,850 for the XL and $1,950 for a Lariat, albeit this figure includes all 50 states. In contrast, the Hyundai Santa Cruz costs $2,078, the Ford Ranger expenses $1,947, and the Honda Ridgeline costs $1,950.
Our Finding
Although the Ford Maverick is unmistakably a pickup truck, Dearborn strategically placed it in the centre of the market for entry-level first-time buyers. It boasts a standard hybrid motor, four doors, five-person seating, an s bed, and a beginning price comparable with Cito, Corollas, and Konas. It is a natural alternative to a small car or crossover. Although it’s unlikely to displace full-size truck purchasers, it’s ideal for weekend warriors and outdoor enthusiasts who value a truck bed’s adaptability but spend most of their driving time commuting in cities where a compact design and a cost-effective engine pay dividends.
