Ford Maverick 2022 Review – International

Demand for the 2022 Ford Maverick is at unprecedented levels in the US. Essentially, if you want Ford’s first car-based ute in America since the 1970s Ranchero, you can’t have one. Ford USA won’t even take your order right now, such is demand.

Drive one, and it’s not uncommon to be approached by a frustrated cash buyer who will off you a healthy premium over what you paid.

Despite being labelled ‘small’, perhaps the biggest shock in the flesh is how big the Ford Maverick actually is.

Measuring in at 5055mm long, it’s only 282mm shorter than the current Ford Ranger, and if you can live with the shorter bed – 1372mm long compared to the Ranger’s 1575mm – it’s easy to see why it’s such hot property, especially when you consider the cost of admission.

At launch late last year, the Maverick opened up at just $US19,995 ($A27,113).

Better still, that’s not for a weedy, underpowered petrol engine but for a punchy 142kW/210Nm 2.5-litre petrol-electric hybrid that’s claimed to return up to 6.4L/100km on the combined cycle and cover up to 700km on a tank of fuel.

If that’s not quick enough there’s a faster 2.0-litre turbocharged four-cylinder that costs just $US1085 ($A1471) more and is offered with either front-wheel drive or 4WD (+$US2200/$A2983) – paired with an eight-speed automatic.

Even the most basic version of Ford’s small truck covers many bases, with the entry-level XL offering LED headlights, electric windows, air-con, an 8.0-inch infotainment system that works with Apple CarPlay or Android Auto, a large storage bin under the rear seats and standard autonomous emergency braking (AEB).

Every model even gets an embedded modem and a Wi-Fi hotspot that can support up to 10 devices.

Upgrade to the XLT, from $US22,280 ($A30,214), and you get alloy wheels, a higher grade of interior upholstery, a locking rear tailgate and cruise control.

The poshest Lariat, from $US25,490 ($A34,565), adds keyless entry, dual-zone climate control, faux leather trim, power driver’s seat, electric rear windows, an upgraded instrument cluster and two rear USB charging points missing on the others.

There’s an additional Lariat Luxury pack ($US3340/$A4529) that adds a premium sound system, household power outlets, heated seats/steering wheel and adaptive cruise control.

Many buyers will be particularly interested in the tow pack (from $US745/$A1010) that adds extra powertrain cooling to haul up to 1814kg, or the FX-4 off-road extras (from $US800/$A1082) that adds all-terrain tyres, underbody armour and hill descent control.

In the US, the Maverick is backed by Ford’s three-year/58,000km warranty, which includes five-year/100,000km cover for the powertrain and an eight-year/160,000km warranty for any hybrid components on the 2.5-litre hybrid model.

Servicing intervals for the Maverick are spaced every 12 months/16,000km.

In the US, the Maverick lines up against rivals such as the Hyundai Santa Cruz – which is still a chance for launch Down Under – and the Honda Ridgeline, which isn’t on the radar.

In Australia, where there is no move to offer the Maverick and Ford’s entire focus remains on Ranger, it’d have the market all to itself.

Just two four-cylinder powertrains are currently offered under the square-jawed bonnet of the 2022 Ford Maverick – an efficient 2.5-litre hybrid borrowed from the Ford Escape, and a more powerful turbocharged 2.0-litre that misses out on its electrified brother’s CVT and instead uses an eight-speed automatic.

Pumping out 184kW (250hp) at 5500rpm and 375Nm of torque at 3000rpm, the punchy petrol engine is offered with either front-wheel drive or all-wheel drive.

The bad news is the 2.0-litre turbo sounds pretty awful when worked hard, far too rowdy and uncouth for our tastes but makes up for its raucous effort by delivering pretty peppy performance.

Despite no official claims, both owners and US magazines have reported a 0-100km/h time of around 7.0 seconds – not bad at all, and a lot quicker than the outgoing twin-turbo diesel Ford Ranger Raptor, which takes 10.5sec to hit the same mark.

On the move, the eight-speed auto does a good job of masking the 1616kg kerb weight, providing sprightly mid-gear acceleration.

It takes a certain brand of confidence to dish out a boggo, base-model version of a newly-launched car, whether it’s a small hatch, luxury limo or pick-up truck. But Ford USA did just that for our test of the 2022 Ford Maverick.

It’s for good reason, too, because the Maverick is one of those rare vehicles that feels better the less you spend.

Behind the wheel it’s hard not to love the sense of purpose and utilitarian feel.

The plastics are hard in order to be long-lasting and durable, but despite being cheap there’s nothing nasty about both the design and execution of Ford’s smallest and most affordable truck.

The cabin is easy to use, features cheery flashes of colour and has plenty of storage. In the rear, space is also comparable to the current Ford Ranger, although there are no rear vents.

Back up front, sitting pride of place is an 8.0-inch infotainment system that misses out on Ford’s SYNC 3 system on all but the range-topping Lariat, but does have Android Auto and Apple CarPlay connectivity.

A small 4.2-inch digital display between two analogue dials on the instrument panel displays important driving info.

We’re not a fan of the fiddly rotary gear selector but once you’ve started the Maverick (with a key), twirled the dial and found Drive, the small Ford ute comes into its element, even beside more expensive ladder-frame trucks.

Put simply, in truck terms – small or big – the Maverick is great to drive.

Even with the front-wheel drive version, which gets a torsion beam rear suspension set-up rather than the more sophisticated multi-link design found in 4x4 models, the Maverick steers, changes direction and rides more like a passenger car.

Beneath the skin is a beefed-up version of Ford’s C2 platform that underpins the Ford Escape SUV (among various other models), so it’s no surprise.

That said, on a concrete highway its built-to-a-price approach will catch out those hoping for an SUV with a rear bed. There’s more wind, engine and tyre noise compared to an Escape or small hatch.

The ride, when unladen, can also get crashy but improves when you add people, luggage and goods.

Grip from the surprisingly generous (for a small truck) 17-inch 225/65-profile tyres is also impressive, with the handling far more progressive and balanced than 4x2 version of the current Ranger can offer.

Of course, the Australian-developed Ranger fights back with a far broader bandwidth of capabilities.

It’s a tougher, more rugged truck with a higher payload, packs genuine off-road prowess and has the ability to tow more.

But we’d argue that for many urban dwellers and even more tradies, who barely scratch the surface of what the Ranger can do, the Maverick might just be a better bet.

For those who grew up with, loved and still lament the loss of Aussie utes based on the Ford Falcon and Holden Commodore, it’s hard not to see the current unstoppable rise in popularity of the Toyota HiLux and Ford Ranger as a regressive step back in the history of the automobile.

When it comes to the way they drive, ride and burn fuel, many of these big dual-cab utes are embarrassed by more modern cars and SUVs.

The 2022 Ford Maverick is different.

Mimicking the styling of the new Ford F-150, engineers refused to burden it with an agricultural platform, second-rate powertrains, third-world tech or a greedy price point.

While perhaps not pioneering, Ford’s most affordable small truck shines as the right vehicle at the right time – for North America.

But what about Australia? It’s a crying shame that it’s not even on the horizon.

How much does the 2022 Ford Maverick XL 2.0L EcoBoost cost?
Price: $30,000 estimated (plus on-road costs)
Available: TBD
Engine: 2.0-litre four-cylinder turbo-petrol
Output: 184kW/375Nm
Transmission: Eight-speed automatic
Fuel: 9.0L/100km (US EPA)
CO2: 212g/km (US EPA)
Safety rating: Not tested

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Ford Maverick Lariat images used for illustrative purposes