2022 Ford Maverick main header

Automotive journalist from Montreal, AJAC-member, and owner of claveyscorner.com

The last time there was an affordable new truck on the market was 2011, when Ford and Mazda would liquidate their remaining inventory of base, four-cylinder Rangers and B2300s.

I remember seeing an ad for a brand-new Ford Ranger on the back page of my local newspaper. It started at $11,999 for a stripped out, two-wheel drive truck with a four-cylinder engine and a manual transmission.

Sadly, the days when someone could walk into a Ford dealership and leave with a compact truck for less than $20,000 are long gone. All trucks, including the “smaller” midsize models, sell well over $40,000 now. Affordable trucks no longer exist.

Luckily, Ford sees a potential to make a quick buck in that now empty segment. While it’s true that the Hyundai Santa Cruz is also a compact truck, its $40,955 base price isn’t exactly cheap. If Ford could find a way to undercut its Hyundai rival by several thousand dollars, it would own the cheap truck market.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/04/22-Ford-Maverick-side-profile.jpg"><img class="alignnone size-full wp-image-167113" src="https://wordpress.wheels.ca/wp-content/uploads/2022/04/22-Ford-Maverick-side-profile.jpg" alt="2022 Ford Maverick" width="2080" height="1388" /></a>

Hence the 2022 Ford Maverick. Yes, it’s a tiny unibody trucklet that’s based on a Ford Escape, or a Ford Focus if you live in Europe. And although it may not have the brawn to haul 7,000 pounds, it packs enough punch to be taken seriously by potential small truck buyers. The Maverick is also cheap. Dirt cheap. Base models kick off at $26,900 before freight.

Ok fine, we’re well above the $11,999 promise from 2011 but considering that you can buy a truck for about the same price as a Honda Civic in today’s market is quite a bargain.

Car Bones, Truck Soul

At the heart of the Ford Maverick lies Ford’s C2 car-based architecture, meaning there’s no frame like a “real” truck. Its engine is also installed in a transverse layout. So, it’s first and foremost front-wheel drive. At this point, truck people are probably throwing their phones or computers screens out the window.

Interestingly enough, Ford packaged the Maverick to fit with truck buyers’ needs, with a towing rating that’ll reach a healthy 4,000 pounds when properly equipped and a payload that’s set at a robust 1,500 pounds. If you’re in the market for a light duty truck to haul mountain bikes, a small camper tailer and anything in between, the Maverick will do just fine.

It’s even available with a hybrid powerplant, a feature that should please many considering how expensive gas is. Base Mavericks get the Escape hybrid’s 2.5-liter four-cylinder. It’s good for 191 horsepower and 155 lb-ft of torque. That engine is mated to a continuously variable transmission (CVT) and only comes with front-wheel drive.

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Our tester had the optional and frankly more potent turbocharged engine. While not a hybrid, that 2.0-liter four-cylinder churns out a more substantial 250 horsepower and 277 lb-ft of torque. It’s with this engine that you can achieve the 4,000-pound towing promise (the hybrid caps out at 2,000 pounds), as long as you don’t forget to tick off the $800 towing package. This engine is mated to an eight-speed automatic transmission and all-wheel drive comes standard.

Great Price, Lacking Basics

The truck I was driving was, in my opinion, the best possible specification if your aim is to get the most amount of capability without breaking the bank. Our Maverick was a base XL model, complete with super cool “steelies” for wheels. The only options were that tow package, a bedliner ($560), some bed tie-downs ($500), Ford’s Co-Pilot360 driving aids ($750), a 400w inverter ($210), a manual rear sliding window ($220) and the turbocharged engine ($2,150). The final price was a reasonable $31,130

My only gripe with the base XL is that it’s missing basic amenities like cruise control, push button start and heated seats. You can only get those on the next trim level, the XLT. I was driving this thing February when it was 30 below. I could have used a pair of seat warmers.

One last point about the Maverick’s pricing: beware of the options list. We don’t recommend going over an XLT ($31,650 with 2.0T). Anything over that, like a Lariat, will knock at the door of $40,000. Don’t do it, because at that price, you’re in Ranger territory.

Fun To Drive!

The fact that the Maverick is essentially a small car with a 4.5-foot bed makes it huge fun to drive. There’s a pleasant nimbleness in its handling that reminds us of a Ford Fiesta ST. Body roll is kept low thanks to its unibody structure, and there’s no unwanted wobbling that’s typical of a body on frame configuration.

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That being said, the Maverick’s short wheelbase and stiff dampers do lead to some unwanted bouncing on bumpy roads. Its handling leads more towards sportiness than overall comfort.

We had no complaints about the powertrain. That turbocharged mill sends linear power and torque to all four wheels, with an appreciable peppiness in the way it accelerates. The Maverick 2.0T is quick by any measure, and its automatic transmission knows how to exploit that power. Just don’t bother fiddling with the available drive modes. Setting a Maverick in Sport mode will only lead to unwanted thrashing from the engine with no actual differences in acceleration.

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Inside, the Maverick boasts a funky design language with neat storage compartments located inside the doors and center console. Just like Honda with the Ridgeline, Ford allows you to lift the rear seat for added storage, with a secret compartment hidden underneath.

Overall ergonomics are above average in a Maverick, with clearly displayed readouts and a simplified version of Ford’s Sync 3 software (minus the voice commands) that’s compatible with wireless Android Auto and Apple CarPlay. Visibility is spot on all around, but those XL seats are hard and not really comfortable.

Rear leg and headroom is decent considering how tiny this thing is. The fact that passengers sit upright quells the otherwise cramped feeling. We recommend leaving the rear seat area for two passengers, however. The Maverick is too narrow for three.

Perhaps the only drawback is the Maverick’s low-rent build quality. Ford had to cut costs somewhere to keep the price low. So, expect to find some cheap plastics and awkward fit and finish in some areas, but it’s not to the point of being lamentable. Ford does camouflage these flaws with the Maverick’s youthful theme, with interesting motifs, color combinations and shapes scattered inside the doors and on the dashboard.

As a total package then, the Ford Maverick XL 2.0L is a wonderful little city truck. I found myself adoring its cheerful styling, spirited performance, and smart packaging. Add to that a price tag that won’t cost you an arm and a leg and fuel economy that averaged in the low tens during brutal winter weather, and it’s fair to say Ford has successfully given a second life to the cheap and simple compact truck.

2022 Ford Maverick XL

BODY STYLE: Compact pickup truck

CONFIGURATION: Front-engine, all-wheel drive

ENGINE: 2.0-liter turbocharged I4 (250 horsepower @ 5,500 rpm / 277 lb-ft @ 3,000 rpm).

TRANSMISSION: Eight-speed automatic

FUEL ECONOMY: 10.7L/100 km (city) / 8.1L/100 (highway) / 9.4L/100 km (combined).

OBSERVED FUEL ECONOMY: 10.4 L/100 km

CARGO CAPACITY 4.5-foot bed

PRICE: $31,130 (as tested)

WEBSITE: <a href="https://fr.ford.ca/">Ford</a>

 The vehicle was provided to the writer by the automaker. Content and vehicle evaluations were not subject to approval.

2022 Ford Maverick XL Review

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Whether it’s a first-drive feature from the sun-soaked California coast, a quick news story about an off-road pickup that may (or may not) be coming to your local dealership or a review of a hot new sports sedan, somewhere Lee Bailie is writing about cars and car culture, something he’s been doing for almost a decade. A car guy to the core, he went on his first automotive plant tour at age seven.

Yes, Ford has used the Maverick nameplate before, and no, this isn’t that.

The 2022 Ford Maverick isn’t a successor to the ubiquitous Falcon-derived sedan and coupe from the 1970s, but rather an all-new unibody compact pick-up truck that comes with a standard gas-hybrid powertrain that, according to Ford, delivers better fuel consumption than a Honda Civic.

Yes, really.

When it was first revealed last month, I was struck by not only how small it was, but how Ford’s thinking has seemingly changed 180 degrees from a mere half-decade ago when company executives and spokespeople were adamant that the only Ford truck for North America was the F-150.

Then the mid-size Ranger returned in 2019, and two years later the Blue Oval is about to appear on a third truck line, this one even smaller than the last. How times change, eh?

At any rate, the Maverick will go on sale this fall as a 2022, and to get the word out, Ford of Canada invited a handful of journalists to pore over a pre-production unit sent to their press fleet management office in Mississauga.

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&nbsp;

I wasn’t allowed to drive it, but Ford gave me about an hour to photograph, sit in and fiddle with this pre-prod until I had my fill. I was permitted to start it up, which I did a couple of times. I’ll share my thoughts shortly, but first some Maverick 101.

The Maverick is built on a shared platform with the Escape and Bronco Sport and is built in the same Hermosillo, Mexico plant as the latter. It is by far the smallest pick-up Ford has ever built, riding on a wheelbase that is 144 mm (5.7 inches) shorter than the mid-size Ranger, with a length that is 281 mm (11 inches) shorter overall. It is also quite a bit narrower (335 mm / 14 inches) and lower (61 mm / 2.4 inches) than the Ranger.

In terms of powertrains, the Maverick is a standard hybrid, but with a gas option. The base engine is a 2.5-litre Atkinson Cycle four-cylinder combined with an electric motor that produces 191 horsepower and 155 lb-ft. of torque. This engine is paired with an electronic CVT that drives the front wheels only.

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Complete fuel consumption ratings aren’t yet available, but Ford claims the 2.5 will deliver 5.9 L / 100 km in city driving with 800 km of range on a full tank of gas. Standard payload is rated at 1,500 pounds, with a 2,000-pound maximum tow rating.

For those wanting more power, a 2.0-litre EcoBoost four-cylinder is available as an option. It’s rated at 250 hp / 277 lb-ft of torque and is paired with an 8-speed automatic transmission and all-wheel drive. The payload rating is the same as the 2.5-litre, but towing can double to 4,000 pounds when equipped with the optional 4K Tow Package. Fuel consumption ratings for this powertrain haven’t been released.

Ford is targeting younger buyers with the Maverick – makers and doers, the company says – so technology and versatility are prominent here.

For example, the cabin comes with a standard eight-inch multimedia touchscreen with Apple CarPlay and Android Auto support, along with FordPass Connect with embedded modem and Wi-Fi that can run up to 10 devices. The FordPass smartphone app can also locate help users locate their truck, check fuel status, unlock doors and start up or shut the engine off.

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On the versatility front, there are some innovative design ideas at work both inside and out. In the cabin, the Maverick has storage cubbies and bins that Ford says is based on how people use the items they bring to the truck.

This means door armrests with a split design that can accommodate a one-litre water bottle standing upright, and door pockets that can swallow a laptop. A storage bin under the rear seat can store a laptop, shopping bags, tools and even a fully inflated volleyball. I also noted the rubberized orange trim inserts in the centre console can easily be removed for cleaning.

In the bed, or FLEXBED as it’s called, Ford has engineered several storage / cargo options. Users can divide the space into segments like elevated floors by sliding 2x4s or 2x6s into slots that are stamped into the sides of the bed. The bed also comes with two tie-downs and four D-rings for securing cargo, along with a 12-volt outlet. The Maverick can also be equipped with two 110-volt 400-watt outlets, with one located in the cabin and one in the bed.

<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2021/07/2022-Ford-Maverick_rear-3-4.jpg"><img class="alignnone size-full wp-image-160635" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2021/07/2022-Ford-Maverick_rear-3-4.jpg" alt="2022 Ford Maverick" width="1920" height="1080" /></a>

In terms of size, the FLEXBED is 4.5 feet long and the 1,500-pound payload is equivalent to approximately 37 bags of 40-pound mulch, according to Ford. Oversize items can also be carried, thanks to a multi-position tailgate that can open fully, or halfway (by unclipping support cables and hooking them on to the latch pins) which Ford says will allow the Maverick’s bed and wheelhouses to support 18 sheets of 4x8 ¾-inch plywood without having to lie them on an angle.

Despite its small dimensions, the Maverick feels quite roomy inside, and its two-tone interior with removable orange trim bits and loads of storage is both stylish and well-suited to buyers with loads of stuff to cart around. The rear seat feels spacious too, but is probably better suited to two adults, not three.

I dig the Maverick’s square-ish, Tonka-toy design which includes standard LED headlights, a large grille and dark grey 17-inch wheels (18-inchers are available). It looks like a Ford truck, but with a more youthful and attainable aesthetic, which I think could resonate with younger buyers.

Available in XL, XLT (shown) and Lariat grades, the 2022 Maverick goes on sale this fall, and starts at $25,900. An FX4 off-road package is available for AWD XLT and Lariat grades, and a Maverick First Edition package with unique cosmetic details is being offered as a first year only option. The build and price tool, along with ordering, is live now at <a href="http://www.ford.ca"> Ford.ca.</a>

First Look: 2022 Ford Maverick

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Having worked in the automotive industry in many roles for over 15 years and currently the Content Strategist for Wheels.ca - Kunal's obsession with cars goes back to his early childhood. Even now his insatiable thirst to be in the know of anything with wheels and a motor continues, and will likely never fade. His idea of bliss is the open road,  good tunes and a manual gearbox. Kunal is a member of AJAC (Automobile Journalists Association of Canada)

LOUISVILLE, KY – It was like being in a frying pan. The searing sun and steam room-level humidity made short stints outdoors nearly unbearable. But I still wished I could have stayed a bit longer.

The largest city in Kentucky is known for its Bourbon and the Kentucky Derby. It’s the birthplace of Muhammed Ali and home to what might be the largest baseball bat in the world. All excellent reasons to visit. But it’s the southern hospitality and beautifully preserved Victorian architecture that will make you stay.

Louisville is also where the new Ford Escape is built and the real reason I was there. And it’s been completely redesigned for 2020.

Earlier this year we told you <a href="http://www.wheels.ca/news/everything-you-need-to-know-about-the-2020-ford-escape/">what you needed to know</a> about the new Escape. Now we finally get a chance to put it through its paces on the sinewy roads outside Louisville that take you on a tour of Kentucky’s famous Bourbon Trail.

The Escape is the 2nd best selling product in Ford’s global portfolio and as you’d expect they’ve thrown everything they have at this new one. The compact CUV segment is quickly growing into the largest and most fiercely competitive in the industry. They are the proverbial hot cakes of cars with entries like the <a href="http://www.wheels.ca/car-reviews/review-2019-toyota-rav4-trail/">Toyota RAV4</a>, the <a href="http://www.wheels.ca/car-reviews/review-2018-honda-cr-v-touring/">Honda CR-V</a>, and <a href="http://www.wheels.ca/car-reviews/review-2019-chevrolet-equinox-diesel/">Chevy Equinox</a>, driven by value and efficiency but still offering that oh-so desirable tall ride height and trucklet styling

Since Ford isn’t bringing the new Focus here, consider the new Escape the closest you’ll get. Based on the same underpinnings, they share many of the same styling cues. Like the massive front grille and large almond-shaped headlights. The excited face might be polarizing but the distinctive look grew on me over the 2 days that we spent with it.

<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/09/DSC00533.jpg"><img class="alignnone size-full wp-image-142807" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/09/DSC00533.jpg" alt="2020 Ford Escape" width="6000" height="4000" /></a>

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A slightly tapered roofline and the taut, flowing sheet metal contribute to a hushed interior ambiance, a major goal for the engineers who gave the Escape things like recessed fog lights, underbody shielding, and active grille shutters to help it slice through the air as cleanly as possible. Other contributors include an isolated rear subframe, and top trims get acoustic laminated glass for the windshield and front windows. They even gave the leather seats perforations which help further absorb unwanted noise. Indeed, driving the Escape with passengers in tow allowed for easy conversation with very little wind noise even at highway speeds.

But first, a bit more on the available trims before I get into how the Escape drives. There are four to choose from: S, SE, SEL, and Titanium. Prices start at $28,549 for the base SE and top out at $40,049 for a fully loaded Titanium with all-wheel drive.

For the first time, you can get AWD on any Escape for an additional $2000. And Ford’s driver-assist system, Co-pilot 360, is standard equipment. This suite of safety nannies will, among other things, monitor your blind spots, control your high beams automatically, keep you centered in your lane, and apply the brakes for you in an emergency situation if it detects a collision scenario with a car or pedestrian in your path. It also has something called post-collision braking that will apply the brakes after a collision is detected helping to prevent any further injury or damage.

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Initially, there will be three powertrains to choose from, two of them are gasoline, and one’s a hybrid. A fourth plug-in hybrid variant will arrive next spring.

S, SE, SEL trims will come standard with just three-cylinders. Yes, you read that correctly. But before you turn your nose up on what might seem like an engine more suited to a motorcycle, remember that most engines today are turbocharged and this one is no different. Displacing 1.5 litres, it makes an impressive 181 hp and 190 lb-ft of torque (on 93 pump octane). That’s more than the base model on the outgoing Escape despite being down a full litre of displacement. It will even run on just 2-cylinders when power requirements are low.

Ford’s Ecoboost 2-L turbo 4-cylinder is optional on SEL and Titanium trims and it cranks out 250 hp and 280 lb-ft of torque and while it also requires 93-octane gas, it’s important to note that these engines will happily run on regular in exchange for a small power loss.

But the big news here, of course, is the two new hybrid models. The plug-in gets a 14.4 kWh lithium-ion battery and a zero-emission electric-only range of 48 kilometres. But it was the one model we didn’t get to drive just yet. The standard hybrid powertrain comes standard on Titanium models and has a new liquid-cooled 1.1 kWh battery that’s just one-third the size of the one in the original Escape Hybrid and is packed under the floor where it doesn’t compromise passenger and cargo volume. Both hybrids are paired with a 2.5-L Atkinson cycle 4-cylinder engine that puts out 200 combined horsepower in the standard hybrid and slightly more in plug-in form.

While I did drive the standard Hybrid, impressions are under an embargo for a few more days and this review will focus solely on the gasoline models.

No matter what powertrain you specify, all are hooked up to an 8-speed automatic, while the hybrids feature an eCVT, whose only thing in common with an actual CVT transmission is the name.

When designing the new Escape, the goals were flexibility and user-friendliness, so they gave it sliding second-row seats that can be moved back up to 6 inches for max legroom or moved forward 6 inches to accommodate more cargo. A pair of 6-footers would be quite comfortable even on extended rides.

In the front an upright 8-inch touchscreen loaded with an updated version of SYNC 3 controls all infotainment duties and has graphics that are much more vibrant but feel very familiar. The new system is responsive and easy to use especially if you’ve had any experience with the older SYNC systems. It’s also compatible with Android Auto and Apple Car Play, a must these days. You do have to step up to an SE to get it though, as the base model makes do with a much smaller 4.2-inch screen and runs an older version of the software. Navigation is bundled with the upgraded CoPilot Assist which adds adaptive cruise with stop-and-go and evasive steering assist for an additional $850.

<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/09/DSC00495.jpg"><img class="alignnone size-full wp-image-142783" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/09/DSC00495.jpg" alt="2020 Ford Escape" width="6000" height="4000" /></a>

&nbsp;

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Materials and fit and finish were a pleasant surprise and better than expected. A definite step up from the last generation. Titanium models get leather seating and faux wood trim and most touch points and surfaces use soft-touch materials.   There’s a rotary gear selector here like on some FCA products, and I do find them more intuitive then many of the electronic joystick type selectors being used today.

SEL trims also come with a heated steering wheel and a remote starter, the latter being an option that’s available on all Escapes.

The roads around Louisville were smooth, sinuous ribbons of tarmac that offered a bigger challenge for the Escape’s handling abilities than I expected. And for the most part I came away pretty impressed with the serene and comfortable ride and well controlled body motions even with the taller ride height typical of a crossover.

Steering feel was vague but fairly quick with a slight on-centre dead spot but similar to other competitors in this category and didn’t pose a problem for anything that came its way. Although the tires did get a bit squealy when entering a corner with a bit too much speed. Likely a product of their eco-friendly design which trades ultimate grip for lower rolling resistance. And the one thing that has to be noted here, is that roadholding is probably not super-high up on the list of wants for buyers looking for an Escape or a RAV4. Getting past that, the 2020 Escape is light on its feet and reasonably peppy.

Both EcoBoost powertrains move the Escape along swiftly but I felt a bit more gear-hunting from the 8-speed with the 3-cylinder. And although it was more audible than the 2-L, you’d be hard-pressed to tell that an engine so small was sitting under the hood. The 190 lb-ft of torque comes low in the rev range and it comes on strong and should be more than adequate for most but if you find that it’s not enough the 280 lb-ft of torque generated by the boosted four has your back. It also ups the tow rating from 2000 lbs to 3500 lbs if you plan to use the Escape for some light hauling duties.

Even though this Escape is larger and has more space for passengers and cargo it’s lighter by about 200 lbs thanks to extensive use of high-strength steel in the unibody and ultra-high-strength martensitic steel used in the frame rails and A-pillars. Impressive considering that’s there’s much more standard content now.

All Escapes also get switchable drive modes for the first time, and you can go from Normal, to Sport, to Eco, to Slippery, or Snow and Sand. Each mode will load a specific throttle map and transmission profile to suit the road conditions or individual driving preference. Switching between them loads a cool animation on the configurable 12.3-inch fully digital instrument cluster screen that comes with Titanium models. There’s also a new head-up display that is projected on a small plastic screen on the dash rather than on the windshield and lacks the colour and detail of many others that I’ve used. But it’s not a common feature at this price point and it’s nice they decided to add one.

<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/09/DSC00490.jpg"><img class="alignnone size-full wp-image-142781" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/09/DSC00490.jpg" alt="2020 Ford Escape" width="6000" height="4000" /></a>

<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/09/DSC00487.jpg"><img class="alignnone size-full wp-image-142778" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/09/DSC00487.jpg" alt="2020 Ford Escape" width="6000" height="4000" /></a>

<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/09/DSC00539.jpg"><img class="alignnone size-full wp-image-142809" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/09/DSC00539.jpg" alt="2020 Ford Escape" width="6000" height="4000" /></a>

The 2020 Escape is value driven and brings a lot of technology to the table for not a lot of money. Availability of features like AWD on all trims and an impressive level of standard safety and assistance features make it an excellent choice in a crowded market where loyalties run deep.

Look for the Escape to start hitting dealer lots at the time of this writing with the plug-in models joining the fold spring 2020.

<a href="http://www.wheels.ca/car-reviews/first-drive-2020-ford-escape-hybrid/">First Drive: 2020 Ford Escape Hybrid</a>

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2022 Ford Maverick XL Review

First Look: 2022 Ford Maverick

First Drive: 2020 Ford Escape