Maverick XLT Hybrid | The Absolute Best Spec to Buy | Quick Review
A while back I had the opportunity to put about 600 miles on an early pre-production Ford Maverick Hybrid. This XLT model version was very lightly optioned with basically what I consider the “essentials” on a vehicle like this. In other words; this is the exact Maverick spec I had been waiting to get my hands on, and it did not disappoint.
Over the years I’ve driven about every higher-end version of a Maverick you can imagine. We’ve done full reviews on a Lariat FX4, a loaded-to-the-gills Tremor, and even the new Lobo Model (more to come on that one in the future). However, none of those had the hybrid drivetrain of the original $20,000 base model truck. This one has just that, along with cloth seats and some decent wheels in place of the base steelies (I’m not trying to look like Mini-Landman running around in this thing). IMO, That’s really all this truck needs over the base model to make it a more enjoyable DD.
Out on the road I drove substantially similar to every other Maverick I’ve tested. It was competent, comfortable, and confident in every driving situation I put it in. There’s no earth shattering performance or handling capabilities anywhere to be found, but there doesn’t have to be. Ford nailed the driving dynamics the Maverick needed to please its intended audience, which is that of just a solid good vehicle with a tiny but useful truck bed. The real spot for this truck to shine is located squarely under the hood.
There you will find a 2.5L Atkinson-cycle (which I guess means it doesn’t like carburetors) naturally aspirated all-aluminum I-4 churning out 162HP and 155TQ. However, it’s paired with an electric motor to deliver combine 191HP and 194TQ and send it through a CVT transmission. The electric motor draws its power from a relatively small 1.1 kWh lithium based battery pack. Just looking at the numbers you can see that this is a very mild hybrid system, which helps keep the cost relatively low. However, the dividends the electrified drivetrain returns is instantly noticeable at the pump.
It may be basic, but it's not a bad looking little truck.
No EcoBoost in this one.
This shot shows how Ford managed to initially offer the Maverick at such a bargain price. The suspension is very basic, mostly just steel stampings, but it gets the job done.
These cloth seats were decently comfortable, and IMO are a huge upgrade over the vinyl seats found in most other Maverick trims. I find that vinyl seats make my skin crawl on long road trips, where cloth is perfect in most every condition/use.
This interior reminds me of my old Ford Rangers 25 years ago; utilitatian, tough, and simple. It's all you need in a truck like this without being an absolute penalty box to ride around in.
Driving this truck for a week, including a trip from North Carolina to Detroit, saw us averaging 38 MPG. At the same time I never felt that the Maverick was underpowered lacking in any creature comfort or capability I would ask of a vehicle like this. It could tow 2,000 pounds, which IMO is about all you’d want to tow with a Maverick anyway, and haul a bed full of mulch when asked to. The CVT is noticeable during in-town diving in comparison to a traditional slush-box transmission, but not offensive. It just takes a little getting used to, as it like to hold a particularly efficient RPM in many situations when you would be expecting a shift to the next gear.
Overall, I’d bet you could put most normies in one of these things and they’d never realize that it has a hybrid drivetrain. And to me that’s the point. In a vehicle with decent room and decent capabilities I was about to knock-down nearly 40 MPG without even trying. I personally know guys with these things that have hyper-mile’d them to 60+MPG range, and have seen several averaging in the low 40s under normal conditions. I think that’s pretty solid for a vehicle that’s not like riding around in a consolation prize from the county fair.
The underhood area is pretty busy, but not completely horrifying. You can see that it has two cooling systems, with one dedicated to the hybrid system located largely on the driver's side of the engine bay.
This is how you can tell this truck was pre-production. It has the rare emissions exemption sticker under the hood.
We managed to average over 38 MPG on a 700+ mile trip, plus it can go around 500 miles on a full tank of 87. I'd say that's a solid effort.
I don't know about you, but I think averaging over 48 MPG on a 35+ mile in-town commute is pretty good. That's the kind of figure you used to have to buy a 90 HP diesel VW Jetta to achieve, and the Maverick manages it while still having the capabilities of a mini-truck.
And that’s exactly why I wanted to try this version of the Maverick, because I had a feeling it would be the best one. At $40,000+ the higher trim versions just don’t make sense to me. However, in the ~$25,000 range and getting upper 30s for mileage does make sense. Unfortunately, in the years since this prototype was built price-creep has kicked in and this same spec truck now starts at ~$33,000. That puts a damper on things and makes you think a little more about the value ratio. Hopefully Ford can realign prices on vehicle like the Maverick now that they are no longer burning piles of cash on development of EVs that the market has rejected. In the meantime, I’m just glad there’s a bunch of hybrid Mavericks out there running around saving all that gas for my Godzilla Super Duty.
