2022 Ford Maverick, All you want to know about a great car


2022 Ford Maverick First Drive: Redefining the (Small) Truck

With a hybrid powertrain and DIY flexibility, Ford aims the Maverick at a new customer.

We’re rolling along a Tennessee road in the all-new 2022 Ford Maverick when we pull up behind a beat-up, ’90s-era Ford Ranger. One quick glance and it’s easy to see how much bigger the Maverick is than the Ranger. Ah, but the Ranger is a body-on-frame design, what some would call a true truck. In the end, it’s all relative. There’s a new-generation Ranger, and it’s more than 10 inches longer than the unibody-architecture Maverick, while the latter can easily do as many truck things as that battle-scarred Ranger ever could.


Plenty Of Power—And It Handles, Too

Our first stint bopping around Nashville and environs, where trucks are as thick as molasses, was in a base 2022 Maverick XL. It had front-wheel drive and the Maverick’s optional 2.0-liter EcoBoost turbo inline-four with 250 horsepower and 277 lb-ft of torque mated to an eight-speed automatic transmission.

Mash the accelerator pedal to the floor, and it takes a beat or two to get to the powerband, but when it does, the front 17-inch painted steel rims shod with 225/65 tires start chirping, the traction control light flickers, and the engine’s muted chainsaw crescendo reaches toward its coda. Yep, the 2.0-liter makes more than enough power to motivate the roughly 3,600-pound Maverick.

When it gets up to normal cruising speeds, the Maverick, which is based on Ford’s C2 platform that also underpins the Escape and Bronco Sport compact crossovers, is as easy to drive as those models. It tracks straight, and although there’s a slight dead spot in the wheel when you turn in aggressively, this small truck’s electric power-assisted steering feel is otherwise as firm at speed as it is light in tight, low-speed maneuvers.

Over pavement bumps and bruises, the base Maverick’s suspension—which incorporates struts up front and a twist-beam rear axle with integrated stabilizer bar, as well as Ford’s own force vectoring springs—soaks up the easier imperfections without much fuss, though things got noticeably harsher over some of the rougher stuff.


The Maverick Hybrid Is Efficient

At the midway point of the drive, we stopped at a distillery, because when in Rome. There, we had a chance to step into a higher-spec, XLT trim of the 2022 Maverick with its standard hybrid powertrain, a 2.5-liter inline-four with 162 hp and 155 lb-ft and permanent-magnet electric traction motor combo that produces a total system horsepower of 191 horses. It pairs with a continuously variable transmission.

Unless you need all-wheel drive or the ability to tow more than 2,000 pounds in your Maverick (all Mavericks have a max 1,500-pound payload capacity, but the 4,000-pound tow package is only available on 2.0-liter models), save yourself the $1,085 and go with the hybrid.

Power delivery is far more linear than the front-drive turbo truck, with a simple power gauge that gradually surges to show 100 percent power under full throttle and holds there as you keep it matted. Back off at cruising speeds or slowly move away from a stop, and the Maverick can motivate under electric power only depending on its charge state. Although it hasn’t been officially EPA rated yet, Ford is boasting as much as 40 mpg city for the 2022 Maverick hybrid, with a 500-plus mile range.

We saw an indicated 43.8 mpg on the instant readout during part of the drive, and mid- to high 30s when we were driving hard on a picturesque stretch of the gently winding Natchez Trace Parkway (yes, the Maverick can handle pretty well, too). You’re not going to be giving up a whole lot over the turbo-four in the acceleration department, and what you get in return is substantial.


It Does Truck Things

Of course, if you want your Maverick to ride a bit better or do trucky stuff like get busy off-road or tow more poundage, you’re going to need the nonhybrid 2.0-liter’s extra capability. All-wheel-drive Mavericks are fitted with an independent rear suspension, which we found to be more compliant over the rough stuff, especially so with the available Falken Wildpeak tire package. The optional 4,000-pound towing package ($745) beefs up the radiator and cooling fan and adds a receiver with a seven-pin connector, among other enhancements.

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.


What It’s Like Inside

While our early exposure indicates that this compact pickup is built as well as any other Blue Oval truck, it’s also clear Ford is hoping the Maverick will attract new customers to the brand that aren’t your typical truck buyers (read: young, hip, and not exactly rolling in dough). For one, there’s the price. We drove two Mavericks, one hybrid and one with the turbo-four, that both were less than $24,000 all in. Yes, they were base trucks, but we love those painted steelies.

Inside, the cabin of every Maverick holds all manner of water bottles, tablets, phones, change, and more in various cubbies, plus other assorted gear under the rear seats. In other words, the stuff active, on-the-go types use. It’s also been designed with a “plastic with personality” approach that employs varied textures and geometric patterns, and of course, the requisite Apple CarPlay and Android Auto are available to display on the 8.0-inch infotainment screen.

However, we weren’t exactly thrilled with the seats. They weren’t the most comfortable, and we wonder how well they’d support occupants over a long trip.

In the back seat, while there’s room for three on the bench, legroom is at a premium, and we would have liked to see USB ports as standard equipment in the rear on all trim levels. On the plus side, there’s the FITS (Ford Integrated Tether System) slots for various accessories, like a trash can. In front, you have plenty of room to spread out thanks in part to the lower placement of the dial gear selector and central tunnel stowage areas.


Doing It Yourself With Flexbed

Then there’s the DIY aspect of what Ford’s doing with Maverick, a novel idea with real creativity we’ve rarely seen from an automaker. Like actually showing people on YouTube how to create a bike rack from 2x4s in the 4.5-foot-long bed, which Ford has dubbed Flexbed. You can hack up light banks or install an air compressor using the built-in electrical connection points.

The bed can haul 4×8 sheets of plywood, has multiple storage areas and as many as 10 tie-down points, and the tailgate can tilt to help keep gear in place or support longer items (or you can get the bed extender). There’s more to come for those looking to do it themselves, such as the ability to 3-D-print FITS accessories, and of course Ford has a load of official gear coming (150 accessories at launch), including a factory bed cap and much more.

Whatever your view is on what makes a truck a “real” truck—small, unibody, or otherwise—Ford’s new Maverick is helping to redefine what a compact pickup is in the modern era. As it has for generations in the mid- and full-size arenas, Ford is determined to lead in the space, and based on this experience behind the wheel of the Maverick, the Blue Oval appears to be off to a solid start.


2022 Ford Maverick Specifications
BASE PRICE $21,490
LAYOUT Front-engine, FWD/AWD, 5-pass, 4-door truck
ENGINES 2.5L/162-hp/155-lb-ft Atkinson-cycle DOHC 16-valve I-4, plus 126-hp/173-lb-ft electric motors; 191 hp comb; 2.0L/250-hp/277-lb-ft turbo DOHC 16-valve I-4
TRANSMISSIONS Cont variable auto, 8-speed auto
CURB WEIGHT 3,550-3,750 lb (mfr)
WHEELBASE 121.1 in
L x W x H 199.7 x 72.4 x 68.7 in
0-60 MPH 6.9-8.5 sec (MT est)
EPA FUEL ECON 40/33/37 (est, Hybrid); 25-26/22-23/29-30 (gas, AWD/FWD)
ON SALE Fall 2021


2022 Ford Maverick’s Force-Vectoring Springs Come From a Sensational Hot Hatch

The FWD model’s patented coil springs draw from the vaunted Fiesta ST.

A multilink rear suspension is the gold standard for ride and handling; a solid beam axle is the ticket for max payload and trailering. The front-drive hybrid version of the 2022 Ford Maverick uses neither, but its rear suspension design threads a needle between these concepts with a trailing twist beam that leverages Ford’s patented “Force Vectoring Spring” design that first appeared on the very excellent Euro-market 2019 Ford Fiesta ST.


What Is A “Force Vectoring Spring”?

This special riff on the coil spring uses cold-formed steel that’s directionally wound (the right and left rear springs are not interchangeable) with the pitch and diameter of the coils varying throughout the springs’ length. The critical difference you’ll note in the photo is that the top and bottom coil look angled when the springs are uncompressed. Once installed with body weight on them, they look like normal springs, though the lower spring perches angle slightly up and inward on each side to accommodate the design.


What Does Force Vectoring Do For Handling?

As the 2022 Ford Maverick bends into a turn, compressing the outside rear wheel, those sharp angles allow the spring to directly absorb some of the lateral cornering force. In effect, the springs themselves vector some cornering forces laterally into the frame. This adds a degree of roll control without stiffening the bushings, the springs themselves, or the torsion bar in the trailing twist beam—any of which would have a negative effect on ride quality.


Are There Other Benefits?

Another common way to bolster lateral stiffness is by using a Watt’s linkage. In the case of the Fiesta ST, that solution would have added 22 pounds. Scaling everything up for truck duty, you can rest assured the weight penalty would have been even greater on the Maverick. The trailing twist beam itself features a rear-facing open C-channel section into which a torsion bar gets welded, which allows Ford to easily vary the roll control for different models and packages by simply varying the diameter of that bar.

The low-mounted beam helps enable the low cargo box floor height, even while kicking up to permit the exhaust to run underneath, but it cannot accommodate AWD.


Where Else Are Force Vectoring Springs Used?

Drivers of Ford’s workaday Transit Connect also enjoy the ride/handling benefits of these “Force Vectoring Springs.” From hot hatches to delivery vans, to pickup trucks—that’s a pretty broad portfolio for this clever concept.


2022 Ford Maverick: Cool and Clever Features to Geek Out About

Check out the neat things we noticed by poking around Ford’s new Maverick compact pickup.

The new 2022 Ford Maverick compact truck is among the smallest pickups to hit the market in recent years, but the Blue Oval went all out to ensure the little truck is still useful for doing real work. The Maverick’s 4.5-foot bed is longer than that of its chief rival, the new 2022 Hyundai Santa Cruz, and it’s capable of towing up to 4,000 pounds or hauling 1,500 pounds. We spent a couple of hours with a new Ford Maverick Hybrid XLT before its official reveal; here are some of the cool and clever features we found.


Ford Shows You How to Wire Stuff Into Your Maverick

The latest in a series of videos showing you how to build stuff for your Maverick.

So, here’s a video telling you how to cut into the wiring in the bed of your brand-new 2022 Ford Maverick pickup and wire in some under-the-rail LED bed lighting or a 12-volt power plug to power an air compressor. No biggie, we see stuff like this on the Internet all the time. What sets this video apart is that it wasn’t made by some backyard hobbyist, but rather by Ford itself. It’s part of a video series called “Hack Your Maverick”.



This amuses the daylights out of us because we all know how cautious automakers are when it comes to doing anything that might come within a mile of a whiff of the remotest outside possibility of personal injury. These are the companies that can’t even show someone backing out of their driveway without overlaying text that says, “Professional driver on a closed course—do not attempt”. And yet this FoMoCo-produced video contains—brace yourself, mother—a soldering iron.

Truth be told, this isn’t exactly a big-time, void-your-warranty hack. What this video cleverly reveals is that the Maverick comes with a pair of concealed 12-volt wiring connectors in the bed, to which you can connect accessory “pigtails” that are supplied with the truck and available from Ford dealers.

You’re not really cutting into the wiring system (and thereby risking your warranty or inviting bizarre electrical gremlins), but there is a fair amount of DIY here. Left unsaid is that if you can wire up bed lighting or a compressor, you can just as easily wire up any 12-volt accessory, like a coffeemaker or an LED disco ball or a laptop charger so you can sit in the bed and watch more MotorTrend shows.

Also, kudos to Ford for showing proper soldering technique—note that the masked and gloved mystery DIYer is heating the wire and letting the solder flow onto the joint rather than heating the solder. (Still, we would have twisted those wires and maybe used a little flux. We’ve seen prettier solder connections.)

By the way, this is only one of the videos in the “Hack Your Maverick” series—they’ve also got videos showing you how to create homemade side rails (to which you can anchor stuff) and how to build a simple bike rack. All of the videos include a list of materials and an approximate price for the projects, which so far has been in the $45-$60 range. We’re sure we’ll see more of these “Hack Your Maverick” videos, and truth be told, we are genuinely looking forward to them.


The 2022 Ford Maverick Is Shockingly Affordable

This small pickup truck gets an equally small price tag.

The 2022 Ford Maverick might be the Blue Oval’s smallest truck, but it’s still a big deal. It presents a tantalizing alternative to the doldrum of cheap SUVs and giant pickups we see endlessly patrolling our roads without resorting to outlandish styling or garish gimmicks. It’s a small truck for people who don’t need or want a half-ton in their driveway.

It’s priced for the everyman, too. With a starting sum of $21,490, it undercuts the cheapest F-150 by almost $10,000. It is also more than $5,000 cheaper than a base Ranger. It’s also the cheapest new pickup, period. But it’s not like this unibody trucklet is short on capability. Despite its smaller stature, the Maverick can still haul up to 1,500 pounds in the bed and tow up to 4,000 pounds with the $745 4K Tow option selected. Fully loaded—not including the myriad accessories available—the 2022 Ford Maverick tops out just over $35,000.


Maverick XL

That $21,490 price is just for the base XL, which looks like a work truck. It comes with steel wheels, blacked-out mirror caps, and comes with the option for the 4K tow package. It also gets niceties such as LED headlamps, an 8.0-inch infotainment display, a rearview camera, and all the added utility of that 4.5-foot long bed.

Add the 2.0-liter EcoBoost turbo I-4 engine, and you’ll pay an extra $1,085. That unlocks the option for all-wheel drive, which runs $3,305 with the EcoBoost engine included, bringing the total for the least-expensive AWD Maverick you can buy to a reasonable $24,795.

Maverick XLT

The higher-spec Maverick XLT receives a host of upgrades, including a set of 17-inch alloys in place of the XL’s steelies, an available FX4 off-road pack, and Ford’s Flexbed storage setup. It starts at $23,775 with front-wheel drive and the standard hybrid powertrain. As with the XL, upgrading to the EcoBoost turbo engine costs $1,085; all-wheel drive tacks on another $2,220, bringing the AWD XLT’s base price to $27,080.

XLT buyers are given access to the same $745 4K Tow package and $540 Ford Co-Pilot360 safety tech offered to XL shoppers, plus the $800 FX4 off-road package (requires AWD) and $2,345 XLT Luxury package (which includes a power driver’s seat, 400-watt power inverter, bed tie-downs, a spray-in bedliner, full-size spare, heated seats, heated wiper area, heated door mirrors, remote engine start, a leather-wrapped steering wheel, LED box lighting, and a trailer hitch.

Maverick Lariat

The $26,985 Maverick Lariat serves as the truck’s flagship trim and it gets a leather steering wheel, Ford’s so-called “ActiveX” seat material, dual rear USB ports, and an available Bang and Olufsen sound system. Like the XLT, the Maverick XLT is also available with the $745 4K Tow package and $800 FX4 off-road package. There is a $1,495 First Edition package with special 17- or 18-inch wheels (depending on engine choice), a black-painted roof, black door mirrors, a sunroof, special decals, and a tonneau cover.

For the most gussied-up Maverick, you will want to grab the $3,340 Lariat Luxury package, which brings the same equipment as the XLT Luxury package plus adaptive cruise control, self-steering lane centering, rear parking sensors, a wireless charging pad, and a B&O 8-speaker audio system. As with the other Mavericks, the EcoBoost turbo I-4 runs $1,085, with AWD adding another $2,220.

Base Mavericks are motivated by a 191-hp gasoline-electric hybrid powertrain made up of a 2.5-liter I-4 and an electric motor that pushes power to the front wheels. Uprated Mavs get the 250-hp turbocharged 2.0-liter four-cylinder out of the Bronco Sport Badlands for another $1,085. The forced induction four shoots its power to the front tires as standard, and to all four wheels as an option.

The Maverick’s only true rival, the Hyundai Santa Cruz, is powered by a 2.5-liter I-4 engine good for 191 hp. Should you need a little more grunt, there is an optional 2.5-liter I-4 engine with 281 hp.

We still don’t know how much the Santa Cruz will cost, but it’ll have to be pretty well-priced to compete with the cheapest Maverick. It should be a good fight between the two compact pickups, but at the end of the day, we’re just happy both are here.

2022 Ford Maverick Pricing

  • Maverick XL: $21,490
  • Maverick XLT: $23,775
  • Maverick Lariat: $26,985


2022 Ford Maverick First Look: Small Truck, Small Price, Big MPG

It’s no F-150 Lightning, but the 2022 Maverick is a game changer in its own way.

Where did all these Ford game changers come from all of a sudden? The 2022 F-150 Lightning electric pickup offers up to 563 hp, 300 miles of range, and 10,000 pounds of towing capacity, and it affordably ($41,669 to start!) electrifies the best-selling truck in the world. And now this truck, the new 2022 Ford Maverick compact pickup, looks like it will shake up the smaller end of the spectrum.

If its 1,500-pound payload, 4,000-pound max towing capacity, and DIY-ready 4.5-foot bed don’t catch your eye, its standard hybrid powertrain with up to 40 mpg or starting price of just $21,490 ought to make you think twice. Indeed, with the new Maverick, Ford hopes to sell small pickups to a whole swath of people who have never considered one before.


Why Should I Care About The Maverick?

For years, American automakers generally thought the public was uninterested in any truck smaller than a half ton—that’s F-150, Silverado, and Ram 1500 territory—leaving the midsize segment largely to Nissan’s Frontier and Toyota’s Tacoma. The thinking was that such trucks were too small, too expensive to build and buy, and not capable enough. The introduction of the Chevrolet Colorado midsize pickup in 2015 changed that, and it won our Truck of the Year award.

Within five years, the segment was revitalized with more than half a dozen entries, as it turned out plenty of folks don’t need (let alone want) a full-size truck. With the new Maverick, Ford is betting that for some, even a midsizer is too much truck.


Cool. So, What Are The New Maverick’s Specs?

Like the rival 2022 Hyundai Santa Cruz compact pickup, the Maverick is a unibody truck built on a crossover platform. This makes it less capable than a traditional body-on-frame pickup, but it’s also cheaper to build and buy, and more efficient, too. In the Maverick’s case, it rides on Ford’s C2 platform and shares much under the skin with the Bronco Sport and Escape with which it will share a production line in the Blue Oval’s Hermosillo, Mexico, plant.

The Maverick’s powertrains come courtesy of both the Escape and Bronco Sport lines. The base powertrain is a 2.5-liter I-4/electric-motor combo that drives the front wheels through a CVT. Related to the Escape Hybrid’s powertrain (but with a new in-house developed motor), this powerplant produces 191 total horsepower in the Maverick. Ford says the front-wheel-drive-only Maverick Hybrid will have EPA-estimated fuel economy of 40/33/37 mpg city/highway/combined and can travel up to 500 miles on a single tank.

For those who’d like a little more power or all-wheel drive, the Bronco Sport Badlands’ EcoBoost 2.0-liter turbocharged I-4 is optional on the Maverick. As it does in the Bronco Sport, this engine produces 250 hp and 277 lb-ft of torque, and it’s paired with an eight-speed auto.

Fuel economy estimates will be revealed at a later date, but our best guess is somewhere in the mid 20s. An off-road-oriented FX4 package is optional on EcoBoost all-wheel-drive Mavericks. The Maverick FX4 has all-terrain tires, a revised rear suspension, a higher-capacity radiator and upgraded cooling fan, skidplates, exposed front tow hooks, a hitch with a four-pin connector, off-road drive modes, and hill-descent control.

Front-wheel-drive Mavericks have 8.3 inches of ground clearance, and all-wheel-drive versions have 8.6. The approach, breakover, and departure angles for the Maverick are 20.6, 16.6, and 21.9 degrees for front-drive versions; AWD Mavericks come in at 21.6, 18.1, and 21.2 degrees.


How Much Can The Maverick Tow And Haul?

No matter which powertrain you opt for, the new 2022 Ford Maverick can haul 1,500 pounds in its bed. The rival Santa Cruz on paper has a payload capacity of over 1,700 pounds, but according to a Hyundai spokesperson, it’s only capable of carrying “just over 600 pounds in the bed.”

The Maverick’s towing capacity varies depending on which powertrain you choose. Maverick hybrids and EcoBoosts can tow 2,000 pounds, which, as Ford helpfully points out, is about the weight of a pair of jet skis. Maverick EcoBoosts with the optional 4K Tow package (which includes a hitch with a seven-pin connector, a transmission oil cooler, an upgraded radiator and cooling fan, a shorter final drive ratio, and a trailer brake controller) can tow—you guessed it—up to 4,000 pounds, or the weight of an average 21-foot boat.

The Santa Cruz, the only other compact pickup on the market, is rated to tow between 3,500 and 5,000 pounds.

Now Tell Me About The Maverick’s Bed

The Maverick is styled to look like a Bronco Sport and F-150 mashup, with slab sides and a boxy four-door profile that mirrors the baby Bronco’s and a honey-I-shrunk-the-F-150 nose, but the back is unmistakably Maverick.

Behind the Maverick’s crew cab (the only available configuration) sits a 4.5-foot steel bed; it’s 6 inches longer than the Santa Cruz’s composite bed. The tailgate has two open positions. Access its half-open position by unclipping the tailgate’s support cables and hooking them onto its latch pins; in this mode, it can hold up to 18 sheets of 4×8 three-quarter-inch plywood laid flat, provided the overhanging portion of the load is properly strapped down and flagged.

Unlike some other trucks with a halfway position—the Gladiator, for instance—there isn’t a retainer lip designed into the tailgate for longer loads. When the bed is flipped completely open, the Maverick offers up a 6-foot floor, enough for most ATVs and motorcycles.

Dubbed FlexBed, the Maverick’s cargo area is designed to be modular, supporting both Ford-supplied and DIY accessories. Using eight standard tie-downs and cleats (two of which double as bottle openers), built-in threaded holes, 12-anchor points, and slots stamped into the side of the bed, Ford says owners can “create segmented storage, elevated floors, bike and kayak racks, and more” in their Maverick.

A QR code in the bed can be scanned to provide more inspiration of what’s possible. Optional extras include a spray-in bedliner, bolt-in sliding tie-downs, a bed extender, and an array of soft and rigid folding tonneau covers.

More than just cargo solutions, Ford is providing Maverick buyers with two 12-volt pre-wired power sources in the bed, wired to a dedicated 20-amp circuit, to support add-ons like lighting and air pumps, as well as two optional 110-volt 400-watt outlets—one in the bed and another in the cab.

While the Maverick doesn’t have an in-bed trunk like other unibody pickups, it does offer either a space-saver or full-size spare underneath the bed. Small bedside storage cubbies are standard on XLT and Lariat trims.

What About Inside?

Ford promises the Maverick’s cabin will be just as useful as its bed. The four-door has room for five, and there’s hidden storage throughout the cabin. Most notable are what Ford calls “FITS” or “Ford Integrated Tether System” slots in the back-seat area. Found at the back of the center console and underneath the rear bench, items including cupholders, trash bins, grocery-bag hooks, and storage dividers will be available. Ford also says it’s working to publish the slot geometry so people can 3-D-print their own FITS accessories.

Elsewhere, the front door pockets are sized to fit 1-liter water bottles and smaller laptops or tablets, and the rear under-seat storage is said to be large enough for laptop bags, rollerblades, and, strangely, a fully inflated volleyball—you know, all the tools you’d need for your day job. The rear bench also folds down, though not flat.

As for the traditional bits, Ford says it designed the Maverick’s cabin to be functional and durable, with form following function. The surprisingly spacious cabin gives passengers a commanding view of the road and features high-quality cloth or synthetic leather upholstery, tons of storage cubbies, and mixed materials on the dash and doors, all designed to be easy to wipe down and clean.

The dash topper—inspired by synthetic countertops—is off-white and pleasing to the touch; it is complemented by different accent colors depending on which trim you spec. Maverick XLTs, for instance, get orange accents, while higher-spec Maverick Lariats get a neat rose gold look.

On the tech front, an 8.0-inch center screen with Apple CarPlay and Android Auto is standard, as is Fordpass Connect Wi-Fi. The automaker’s Ford Co-Pilot 360 system featuring automatic emergency braking and automatic high-beam assist is standard. Optional active safety extras include adaptive cruise control with stop-and-go, rear cross-traffic alert, blind-spot monitoring, and lane centering.

How Much Is The Ford Maverick And When Can I Buy It?

Prices for the Ford Maverick start at $21,490 for the entry-level Maverick XL. Ford hasn’t yet announced pricing for Maverick XLT, Maverick Lariat, or 2022-only Maverick First Edition pickups, but you can expect a fully loaded Lariat or First Edition to top out at around $35,000 or so. The Maverick is expected to hit Ford dealers this fall, and reservations and orders can be placed today.

2022 Ford Maverick Specifications
BASE PRICE $21,490
LAYOUT Front-engine, FWD/AWD, 5-pass, 4-door truck
ENGINE 2.5L/162-hp/155-lb-ft Atkinson-cycle DOHC 16-valve I-4, plus 126-hp/173-lb-ft electric motors; 191 hp comb; 2.0L/250-hp*/277-lb-ft* turbo DOHC 16-valve I-4
TRANSMISSION Cont variable auto, 8-speed auto
CURB WEIGHT 3,550-3,750 lb (mfr)
WHEELBASE 121.1 in
L x W x H 199.7 x 72.4 x 68.7 in
0-60 MPH 6.9-8.5 sec (MT est)
EPA FUEL ECON 40/33/37 (est, Hybrid)
ENERGY CONSUMPTION, CITY/HWY 84/102 kW-hrs/100 miles (est, Hybrid)
CO2 EMISSIONS, COMB 0.53 lb/mile (est, Hybrid)
ON SALE Fall 2021

2022 Ford Maverick On Youtube


2022 Ford Maverick | Review & Road Test

The 2022 Ford Maverick Is An Electrifyingly Efficient New Small Truck

After a 40+ year hiatus, the #FordMaverick is back but it’s not the 2-door muscle car you remembered from the 70’s. #Ford has instead decided to bring the #Maverick back as a small city truck built on the same unibody C2 platform as the Bronco Sport and Escape. The new truck also comes standard as the #MaverickHybrid, the first truck ever to have an electrified powertrain as standard. With up to 40 MPG and a base price of under $20,000. Ford is going to sell a ton of these pint-sized trucks.

2022 Ford Maverick First Drive Review

Ford hit the ball out of the park with their new Maverick. 40 MPG city, 1500 pounds of payload, and a sticker price of just under $21,500 after destination make this not just the best truck deal in America but one of the best new vehicle deals in America period.

2022 Ford Maverick On Picture


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