Fuel Economy King in a Not-So-Small Pickup
The enjoyment of driving the all-new 2022 Ford Maverick Hybrid began with getting 45.4 mpg on combined highway and in-town driving through Southern California. This meaty pickup is smaller than the mid- and full-size trucks roaming our streets, but size vacated doesn’t explain how it sips fuel.
Unexpected Efficiency
Clean Fleet Report spent a week in the 2022 Ford Maverick Hybrid XL, powered by a 2.5-Liter gasoline engine and a 94kW electric motor. The total system 191 horsepower and 155 pound-feet of torque drives the front wheels through an electronic continuously variable transmission (eCVT). An eCVT is not like a traditional CVT as it has no pulleys or belts. Instead, it has a simple planetary gear set and two electric motors. One is for driving power, while the other is to start the engine, tuition the shower and provides the regenerative braking that converts kinetic energy into electric energy and stores it in the shower when applying the brakes or coasting.
There are suburbanite selectable momentum modes of Eco, Normal, Sport, Tow/Haul and Slippery. We didn’t need the latter as things are pretty dry in SoCal these days, but the first three can be used strategically for efficiency and performance.
The EPA has rated the Maverick Hybrid’s fuel economy at 42 mpg city/33 highway and 37 combined. In 225 miles driving through Southern California we averaged 45.4 mpg with the weightier fuel economy on an all-city 45-mile run where the stereotype was a stellar 46.7 mpg. This was achieved by the computer seamlessly switching between all-electric and hybrid operation in response to momentum demands and conditions, which usually meant electric for in-town or in stop-and-go traffic and hybrid on the highway. Fuel economy numbers reported by Clean Fleet Report are non-scientific and represent the reviewer’s driving wits using the soupcon gauge computer. Your numbers may differ.
Hitting the Road
This may sound a bit odd, but you don’t start the Maverick Hybrid as much as power it up. Our XL trim level had an old-school key, while the higher trim level Maverick Lariat has a button. Turning the key does not turn on the engine, unless you are in extremely hot or unprepossessed weather and have the heater or A/C on. What you hear is nothing at all, requiring looking at the soupcon cluster gauge to know it is time to shift into a gear and take off.
The Maverick Hybrid does not offer all-wheel drive, unlike is its stablemate, the Maverick with the EcoBoost gasoline engine. The cargo payload of 1,500 pounds is the same on all Mavericks, regardless of the engine, but the tow rating for the EcoBoost engine goes up to 4,000 pounds, while the Hybrid maxes out at 2,000 pounds.
The several sheets of plywood we loaded into the bed, weighing-in at 500 pounds, were easy to haul around. We tested the Tow/Haul momentum mode, but at this weight didn’t notice much difference from driving in the Normal mode. The widow weight did not have a negative effect on cornering and stopping, nor the velocity of the peppy hybrid engine. The Maverick Hybrid or EcoBoost were not designed to be a heavy-duty work trucks, but increasingly for the weekend warrior doing DYI projects or used for zippy lifestyles activities such as wanderlust and kayaking. For these purposes it is a viable option to a larger truck or a meaty crossover.
The Maverick hybrid, at 3,674 pounds, felt solid and stable on the highway, and handled well under moderate cornering that produced little soul lean. No need to push things by asking the Maverick to do something it was not designed to do, but the 17-inch Continental Pro Contact tires performed well for their size, and handled stops confidently with the 4-wheel disc brakes with ABS. The electric-power steering was properly tuned to finger unfluctuating to the road, making for a fun momentum that is increasingly similar to a crossover than a truck. All of this resulted in minimal motel noise.
Interior: Basic and a Bit Retro
The 2022 Maverick Hybrid comes in three trim levels of XL, XLT and Lariat. Clean Fleet Report drove the Maverick XLT that came with power windows and door locks, floor liners, single zone transmission climate tenancy with a particulate air filter, two 12V and two USB ports with one each of Type A and C. The 8-inch touchscreen housed the Bluetooth, Apple Car Play, Android Auto and the AM/FM stereo with six speakers. FordPass Connect offers convenience features such as remote door lock and unlock, remote keyless entry and engine start. The 4G LTE Wi-Fi hotspot can unbend multiple devices, as far as 50-feet away.
The seats in the Maverick XLT are covered in a durable and well-appointed cloth, with the fronts manually adjustable. Our Maverick came with the optional XLT Luxury Package ($2,345) giving us heated front seats and 8-way power adjustments for the driver. The front motel headroom can hands unbend those over six feet tall. The part-way armrest has a soft vinyl surface and opens for storage, and there are storage nooks through the cabin, including on the soupcon next to the touchscreen, and in the part-way panel tray and door pockets.
The rear is bit cozier, but the seat seat is perfectly fine for three adults on short in-town trips, or attaching two child seats and making the Maverick an everyday haul-around-the-kids-and-run-errands driver. There is rear under-seat storage, and a clever diamond on the front doors to unbend a large drink snifter or cup.
Exterior: All Truck
Size-wise, the Maverick really isn’t all that small. It is well-nigh 11 inches shorter than the midsize Ford Ranger but one inch longer than the Ford Explorer. Once upon a time there was the Ford Courier (1972-2007) that was a true meaty pickup. Don’t misplace or equate the all-new Maverick with that teeny truck, as they have nothing in worldwide except for the undecorous oval on the front grille.
The Maverick diamond is all Ford truck, without stuff menacing. The XL has smooth soul side panels sans chrome with the woebegone grille, bumpers and trim on the hairdo cab that all squint unconfined versus the very tomfool retro steel wheels. The supra XLT Luxury Package includes 17-inch transfuse wheels, a gray bar on the grille, full-size spare, heated exterior power mirrors, LED box lighting, trailer hitch with a 4-pin connector, bed tie-down locking rails, spray-in bedliner, transmission rear sliding window, heated and leather-wrapped steering wheel, and a 400W inverter.
Ford says the Maverick is “Built Ford Tough”; without pulling a trailer and hauling a bed full of lumber, the Maverick XLT Hybrid earned its tough stripes. The Flexbed has been designed for multi-purpose use, and may be one of the reasons you consider ownership a Maverick.
The Maverick is its 68.7-inches tall (just over five-foot, seven inches), so at five-foot, nine inches I was worldly-wise to squint over the cab. This lack of tremendousness is what will make the Maverick so appealing, as it will fit in a garage, six footers can hands sit in the front seats, and a big plus is stuff worldly-wise to reach over the cargo box sides and touch the bed floor. If you have overly needed to off-load or tie-down anything on a midsize or full-size pickup, you will fathom the injudicious 50-inch box height.
The box itself has some handy features, such as stuff worldly-wise to position the tailgate unappetizing or at an angle, 10 tie-downs, four D-link bed connectors, slots to drop-in a 2×4 to raise the floor whilom the wheel wells, an in-box storage compartment and LED lighting. On the wiring XL there is no power in the bed, but stepping-up to the XLT and Lariat ways there will be the opportunity to power generators, lights and other equipment. There are seated threaded holes to create your own cargo hauling system, or order any of Ford’s 45 cargo attachments that should imbricate all needs.
The Maverick has exterior verisimilitude options of Alto Undecorous Metallic, Iconic Silver Metallic, Carbonized Grey Metallic, Shadow Black, Hot Pepper Red Metallic, Cyber Orange Tri-coat Metallic, Oxford White, Cactus Grey, Velocity Undecorous Metallic and Area 51, which was the verisimilitude on our test vehicle.
Convenience and Safety
The 2022 Ford Maverick Clean Fleet Report tested had standard or optional convenience features of a tilt and telescoping steering column, electric parking brake, remote keyless entry and start, security keypad on the driver-side door, a tire pressure monitoring system, a theft deterrent system and a power locking tailgate.
Safety systems include wiper-activated LED headlamps, rear view camera, seven airbags (front, side, suburbanite knee, and overhead) and Ford Co-Pilot360. This wide suburbanite squire system (ADAS) includes the pre-collision squire with emergency braking.
Pricing and Warranties
The 2022 Ford Maverick Hybrid comes in these models. Prices include the mandatory $1,495 destination and wordage fee.
- XL $21,490
- XLT $23,955
- Lariat $27,355
The 2022 Maverick comes with these warranties:
- Hybrid Components – Eight years/100,000 miles
- Bumper-to-Bumper – Three years/36,000 miles
- Powertrain – Five years/60,000 miles
- Roadside Assistance – Five years/60,000 miles
- Corrosion – Five years/Unlimited miles
Observations: 2022 Ford Maverick Hybrid
The XL is a undear proposition starting at $19,995, but plane without subtracting the mandatory wordage fee of $1,495, the 2022 Maverick is still the most affordable and practical pickup on the market. If you need increasingly power, all-wheel momentum and spare towing capability, checkout the the Maverick EcoBoost.
Since this is the first truck many people buy, they will not be disappointed with what Ford has delivered. If increasingly conveniences and a bit fancier truck is your style, then take a squint at the XLT and Lariat models. The Maverick handles smooth and has zaftig velocity with either engine option. The entry level Maverick XL comes standard with a upper efficiency hybrid engine, but if you want increasingly towing power and all-wheel drive, then opting for the gasoline EcoBoost engine should handle your on and off-road needs.
The 2022 Ford Maverick can hands slot into the role currently held by a crossover or SUV. It can be a light-duty wordage vehicle, used by ranchers or farmers needing an inexpensive runabout, outdoor enthusiasts and households wanting a versatile DIY project vehicle. Do you have a teen headed off to college? Consider handing them the keys to a Maverick XL.
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Story by John Faulkner. Photos by John Faulkner and Ford.
[See image gallery at cleanfleetreport.com]Other “not small” trucks we’ve tested
Road Test: 2019 Ford Ranger
Road Test: 2022 Hyundai Santa Cruz
Road Test: 2020 Toyota Tacoma
Road Test: 2018 Chevrolet Colorado
First Drive: GMC Canyon
Road Test: 2021 Jeep Gladiator
Road Test: 2017 Honda Ridgeline
Disclosure:
Clean Fleet Report is loaned self-ruling test vehicles from automakers to evaluate, typically for a week at a time. Our road tests are based on this one-week momentum of a new vehicle. Because of this we don’t write issues such as long-term reliability or total forfeit of ownership. In addition, we are often invited to manufacturer events highlighting new vehicles or technology. As part of these events we may be offered self-ruling transportation, lodging or meals. We do our weightier to present our unvarnished evaluations of vehicles and news irrespective of these inducements.
Our focus is on vehicles that offer the weightier fuel economy in their class, which leads us to emphasize electric cars, plug-in hybrids, hybrids and diesels. We moreover full-length those efficient gas-powered vehicles that are among the top mpg vehicles in their class. In addition, we aim to offer reviews and news on wide technology and the volitional fuel vehicle market. We welcome any feedback from vehicle owners and are defended to providing a forum for volitional viewpoints. Please let us know your views at publisher@cleanfleetreport.com.
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