2022 Ford Maverick Review – Setting the Standard

Tim Healey
by Tim Healey
Fast Facts

2022 Ford Maverick XLT/Lariat Fast Facts

2.5-liter four-cylinder with electric traction motor (162 horsepower @ 5,600 RPM, 155 lb-ft @ 4,000 RPM; 191 total system horsepower); 2.0-liter turbocharged four-cylinder (250 horsepower @ 5,500 RPM, 277 lb-ft @ 3,000 RPM)
Transmission/Drive Wheels
Continuously-variable automatic transmission, front-wheel drive; eight-speed automatic transmission, front-wheel drive
Fuel Economy, U.S.
42 city / 33 highway / 37 combined (EPA Rating, MPG); 23 city / 30 highway / 26 combined (EPA Rating, MPG)
Fuel Economy, Canada
5.6 city / 7.1 highway / 6.3 combined. (NRCan Rating, L/100km); N/A
Base Price
$24,925 (U.S.); $27,845 (U.S.) / $32,700 (Canada); $37,150 (Canada)
As Tested
$26,420 (U.S.); $29,340 / $36,955 (Canada); N/A (Canada)
Prices include $1,495 destination charge in the United States and $2,195 for freight, PDI, and A/C tax in Canada and, because of cross-border equipment differences, can’t be directly compared.

Ford’s Maverick small truck has been highly reviewed, including by yours truly, so when two (one of each powertrain) arrived at my door within weeks of each other earlier this year, I was curious if my original take would hold up.

Hold up indeed it did, and I came away even more impressed with the truck – though I’d still lean towards the gas engine over the hybrid in most cases. If fuel economy or a few other factors matter more to you, then go for the hybrid. Otherwise, take the gas. But we’ll get to that.

One note: I’d normally do a separate review of each model, but aside from the powertrain differences, the two trucks weren’t significantly different. Yes, one was the nicer Lariat trim, so that changes the feature mix and interior materials a bit – but otherwise the two versions are similar enough in terms of user experience that I’d just be re-writing my own copy for 80 percent of the text if I did separate reviews.

That powertrain difference does matter. As you know, the standard setup combines a 2.5-liter four-cylinder engine with an electric motor. The total system horsepower is 191.

As I wrote in my first drive last year, I thought the hybrid felt more ponderous than the gasser. It felt slower and not quite as responsive. Further testing confirms that assessment, but I did change my take on one aspect – I don’t think the hybrid is actually as lacking in power as I originally thought. Rather, it takes patience to let the system spool up. Kick the spurs and it will seem to drag at first, but there’s eventually enough grunt to get you moving.

Still, the optional 2.0-liter turbocharged four-cylinder feels more responsive in addition to being more powerful (250 horsepower/277 lb-ft). Some of that is likely because there are no hybrid machinations to worry about. But the engine just feels tuned differently than the ICE engine in the hybrid. As I said a year or so ago – the hybrid is appealing since it comes at a lower upfront cost and there’s the aspect of increased fuel economy but from a driving dynamics standpoint I’d lean towards spending more cash for the gas engine.

I also felt that the gas-powered Mav seemed to have slightly livelier and more responsive steering, despite the fact that the steering system is the same with both powertrains. So is the suspension – both have independent MacPherson strut-type with coil springs up front and a twist-beam with an integrated stabilizer bar in the rear.

Even if the hybrid was a bit less engaging in terms of handling, the Mav’s diminutive size and relatively low center of gravity still help it avoid being “truckish” in the pejorative sense. It’s a truck built for urban centers – maneuvering around the city is easy-peasy with either powertrain.

Similarly, the ride is smooth enough for commuting, with just a hint of occasional stiffness to remind you that you are in fact piloting a pickup truck.

Inside, the cabin is a bit spartan-looking, with controls that are easy to use/reach/learn and plenty of storage space. It’s a comfortable, nice place to do business. The Lariat adds some splashes of color to make things appear a bit more interesting to the eye.

The XLT I tested came standard with LED headlamps, single-zone manual air conditioning, two USB ports (1 A, 1 C), Apple CarPlay, Android Auto, remote keyless entry, and in-car Wi-Fi. This included Equipment Group 300A (a power-locking tailgate is a highlight here). Other options included Hot Pepper Red paint, Ford Co-Pilot 360 (lane-keep assist, blind-spot monitoring with rear cross-traffic alert), floor liners, and a spray-in bedliner. The 2.0-liter EcoBoost cost $1,085.

Meanwhile, the Lariat added standard features like a dual-USB port setup in the rear, dual-zone automatic climate control, push-button start, pre-collision assist with automatic emergency braking, and underseat rear storage. Options included the Alto Blue paint, power moonroof, floor liners, spray-in bedliner, and Co-Pilot 360. The XLT cost $26,420 with the $1,495 destination fee while the Lariat was $29,340.

I remain impressed by Ford’s little truck. Most of my beef comes down to being uncertain about the interior aesthetic, but that’s also a matter of personal preference – and at least the controls are easy to work. Ford got this one right.

What’s New for 2022

The 2022 Ford Maverick is an all-new small pickup truck.

Who Should Buy It

Urban truck users/enthusiasts, tailgaters, and those who run to Home Depot every weekend.

[Images © 2022 Tim Healey/TTAC.com, Ford]

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Tim Healey
Tim Healey

Tim Healey grew up around the auto-parts business and has always had a love for cars — his parents joke his first word was “‘Vette”. Despite this, he wanted to pursue a career in sports writing but he ended up falling semi-accidentally into the automotive-journalism industry, first at Consumer Guide Automotive and later at Web2Carz.com. He also worked as an industry analyst at Mintel Group and freelanced for About.com, CarFax, Vehix.com, High Gear Media, Torque News, FutureCar.com, Cars.com, among others, and of course Vertical Scope sites such as AutoGuide.com, Off-Road.com, and HybridCars.com. He’s an urbanite and as such, doesn’t need a daily driver, but if he had one, it would be compact, sporty, and have a manual transmission.

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3 of 94 comments
  • Phil Humbert Phil Humbert on Jan 12, 2023

    Great for hipster millenials for towing 2 bags of mulch home after getting their daily Starbux soy lattes.

    • Ed Ed on Jan 22, 2023

      Cargo capacity is 1,500 lbs and tow capacity of the AWD with the tow package is 4,000 lbs, both very respectable numbers for a compact truck. That's similar to the payload of a full size 2022 Ram 1500 Rebel V8 4X4 pickup (1555 lbs)

  • Ed Ed on Jan 22, 2023

    Doesn't the AWD Maverick have independent rear suspension?

  • 28-Cars-Later I guess Santa showed up with bales of cash for Mitsu this past Christmas.
  • Lou_BC I was looking at an extended warranty for my truck. The F&I guy was trying to sell me on the idea by telling me how his wife's Cadillac had 2 infotainment failures costing $4,600 dollars each and how it was very common in all of their products. These idiots can't build a reliable vehicle and they want me to trust them with the vehicle "taking over" for me.
  • Sobhuza Trooper Like fusion power, the I.D. Buzz is only 30 years away.
  • Lou_BC "respondents between 18 and 80 years old" Basically anyone deemed an adult who might be allowed to drive.
  • Lou_BC They will do fine if they come up with some cool sedans ;)