The embargo on the Maverick has been lifted and we have a flood of articles and videos to sink our teeth into!

Here's what I've found so far.

ARS Technica

Those needing a hardcore work truck might still prefer the bigger F-150 hybrid, which can power 240 V tools and comes with a larger bed. But the total payload rating on the big F-150 isn't actually that much greater, and you're going to have to pay two to three times as much as a Maverick would cost. For drivers who don't need a giant bed and 7.2 kW of AC power, or who want Prius-rivaling fuel efficiency in a pickup truck, or who just want a cheap truck that they can customize themselves, the Maverick is worth the time.


The Maverick comes standard with a hybrid powertrain in all three trims (XL, XLT and Lariat), making it not only the first pickup with standard gas-electric motivation, but also America's cheapest full hybrid by a country mile. Combined with its 94-kW electric assist motor, the Maverick's 2.5-liter Atkinson-cycle four delivers a modest-sounding 191 horsepower and 155 pound-feet of torque. More importantly, this FWD powertrain promises 40 mpg in the city -- a figure I beat in Nashville traffic without trying. This truck is substantially more efficient than a Honda Civic in the urban grind and it's cheaper, too. That's remarkable. Even the model's estimated highway and combined-cycle numbers compare well at 33 and 37 mpg, as does max range, some 500 miles between fill-ups. (A gas-only 2.0-liter EcoBoost is also available, trading a fair amount of efficiency for additional power and capability.)

Motor Trend

We had a chance to take a couple of Mavericks hooked up with trailers out for a quick run, and as expected, there were zero issues hauling with either the hybrid or the beefed-up all-wheel-drive models. Whether braking with a trailer or without, hybrid or turbo, the Maverick also slows down with ease in most situations and with force when necessary.

If we had a nickel for every time a Ford official at the drive event worked the catchphrase "Built Ford Tough" into a take on the Maverick, we would have probably had enough for a Maverick FX4 ($800 for the package), which is the most trail-capable model. Ford sectioned off a short off-road course for us to rip around in an FX4, which is only available on the XLT or the top-tier, leather-lined, and luxury-themed Lariat trim and comes with most of the same extra gear as the 4,000-pound towing package. We slid its skidplates over some rocks and bounded down two-tracks with the Wildpeaks clawing away, and we wished we had more trails to attack, as the fun run was far too short. Based on what we did do, the Maverick FX4 seemed plenty tough to us.


Ford has left a lot of leeway for owners to come up with their own do-it-yourself solutions, whether that’s building a false floor or bike rack in the bed, wiring in lights or other electronics, or even 3D printing holders or dividers to fit in the Ford Integrated Tether System (FITS) dovetail slots behind the center console or in the under-seat storage area. You’ll notice QR codes printed on certain cubbies in the car and the bed. Scanning those will take you to ideas, parts lists and instructions for some of these DIY projects. Of course, Ford is happy to sell you a bike rack or $50 worth of accessories for those FITS slots, but acknowledges that its truck customers historically take these sort of projects into their own hands. Forum dwellers, you know what to do.


Ford has designed the Maverick to appeal more to car upgraders than truck downgraders, meaning that while there might be some overlap in terms of customers between it and the midsize Ranger, they’re not strictly at odds with each other.

Meant for more urban and suburban settings, the Maverick’s closest rival pickup would be the Honda Ridgeline. It’s proven track record as an urbane, car-like midsize truck is currently unmatched, though the Maverick and all-new Hyundai Santa Cruz could shake its solid footing.

The Ford Maverick is an intriguing “blank slate” of a vehicle sold more on its potential rather than what it actually is.

Car and Driver

And yet, with interesting materials and clever flexibility, the interior is not at all cheap-feeling and is in fact one of the most inventive we've seen from Ford. The light trim on the front of the dash trim has scraps of carbon fiber blended into it to create a look like a quartz countertop, and there are splashes of color on the vents and console bin. The top of the dash is hard plastic, but there, too, the graining elevates its appearance substantially. The only typical cheap black-grained plastic is on the center of the parts-bin steering wheel. The door pockets are clever, too; cutting short the typical grab handle leaves a spot to stow tall water bottles. A bike tire can slide into those slots to fit across the rear-seat area. That rear seat is adult habitable, but not compact-SUV spacious—it’s about the same size as the Hyundai Santa Cruz.