30,000-Mile Update
When our long-term Ford Maverick pulls into the lumber warehouse or the landscape supply yard, there’s a nervous gulp that glugs from under the hood. These lots are full of big trucks. Shinny half-, three-quarter-, and one-ton rigs capable of towing trains without breaking a sweat. Diesels and V-8s pound their chests. It’s an intimidating place for a little truck. But then we remind our Maverick of the timeless proverb: “It’s not the size of the truck; it’s how you use it.”
When it came time to fill one staffer’s flowerbeds and landscaping with fresh mulch, we pointed the little Ford toward the nearest landscape supply yard. When we told the lady at the counter we’d need a yard, even she chuckled. The gentleman driving the front-end loader looked confused when the order was called in. He may have even uttered, “Hey Maverick, where are you going to put a yard like that?” Let me pop the tonneau cover, and I’ll show ya.
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As it turns out, a yard of mulch fits nearly perfectly in the Maverick’s 4.5-foot bed. Did Ford intend it to be that way? Maybe. Regardless, the guy in the loader gave us a big smile and a thumbs up.
We’re unsure what a yard of mocha brown wood chips might weigh, but it showed no signs of threatening the Maverick’s 1500-pound payload capacity. The hybrid powertrain handled the load with minimal strain; we even saw a few miles of electric-only driving. Bigger trucks can take on larger loads, and our staffer’s landscape job ultimately would need five yards of mulch, but when we’re averaging 33 mpg what’s a few extra trips?
After roughly a year of use, we’ve enjoyed the roll-up Bak Revolver X4s bed cover and its sturdy construction along with its ability to keep things locked and dry in the bed, but our landscape project exposed a few flaws. The track on each bed rail that the cover seats into became log jammed with mulch debris and the Revolver’s exposed underside and cleats took on mocha brown dust. It’s not the easiest to clean but we found compressed air to be the most effective.
On the maintenance and reliability front, our Maverick couldn’t be more straightforward. Three visits to the dealer for routine service have cost $502, the most recent $228 visit being the costliest, as it was time for cabin (again) and engine air filters.
We’re nearing the end of our 40,000-mile relationship with the Maverick, so there’s still some time for this trucklet to break our hearts. But at this rate, this truck’s wide bandwidth of capability has created a bond that will likely last for a long time to come.
Months in Fleet: 15 months Current Mileage: 33,117 miles
Average Fuel Economy: 33 mpg
Fuel Tank Size: 13.8 gal Observed Fuel Range: 450 miles
Service: $502 Normal Wear: $0 Repair: $0
Damage and Destruction: $0
Specifications 2024 Ford Maverick XLT Hybrid PRICE POWERTRAIN CHASSIS DIMENSIONS C/D TEST RESULTS C/D FUEL ECONOMY EPA FUEL ECONOMY
Specifications
Vehicle Type: front-engine, front-motor, front-wheel-drive, 5-passenger, 4-door pickup
Base/As Tested: $29,515/$33,030
Options: XLT Luxury package (remote start, trailer hitch with 4-pin connector, drop-in bedliner, LED box lighting, heated seats and mirrors, full-size spare, 8-way power driver seat, 110-volt inverter with cab and bed outlets), $2275; Ford Co-Pilot360 package (blind-spot detection with cross-traffic alert, lane-keeping system), $650; soft tri-fold tonneau bed cover, $590
DOHC 16-valve 2.5-liter inline-4, 162 hp, 155 lb-ft + AC motors, 105 and 126 hp, 48 and 173 lb-ft (combined output: 191 hp; 1.1-kWh lithium-ion battery pack)
Transmission: continuously variable automatic
Suspension, F/R: struts/torsion beam
Brakes, F/R: 12.8-in vented disc/11.9-in disc
Tires: Continental ProContact Tx
225/65R-17 102H M+S
Wheelbase: 121.1 in
Length: 199.7 in
Width: 72.6 in
Height: 68.7 in
Passenger Volume, F/R: 55/47 ft3
Curb Weight: 3726 lb
60 mph: 7.4 sec
1/4-Mile: 15.7 sec @ 90 mph
100 mph: 20.4 sec
Results above omit 1-ft rollout of 0.3 sec.
Rolling Start, 5–60 mph: 7.3 sec
Top Gear, 30–50 mph: 3.7 sec
Top Gear, 50–70 mph: 4.9 sec
Top Speed (gov ltd): 110 mph
Braking, 70–0 mph: 181 ft
Roadholding, 300-ft Skidpad: 0.78 g
Observed: 33 mpg
75-mph Highway Driving: 33 mpg
75-mph Highway Range: 450 mi
Combined/City/Highway: 37/42/33 mpg
20,000-Mile Update
“The Maverick is the vehicle America needs,” declared managing news editor Eric Stafford in our little blue pickup’s logbook. He’s not the only one at C/D extoling its praises, either. The Maverick is vehicular proof that not everyone needs a full-size pickup. Its compact-ish proportions make it the perfect around-town runabout that can sneak in and out of parking structures without fear of peeling back the roof. It also spurred us to take up a new hobby.
The Maverick is full of Dearborn’s clever Ford Integrated Tether System (FITS) attachment points. What you choose to attach to them is entirely up to you. The internet is replete with 3-D-printable files for filling these spaces with extra cupholders, trash cans, storage dividers, device holders, and more. It’s a neat system that allows owners to riddle the cabin with accessories that will get put to real use. And as it turns out, we’re not only car enthusiasts, but also 3-D-printing enthusiasts.
Our first project was a drawer with a FITS mount to fill the otherwise useless cubby next to the infotainment screen, and food clearly played a part in our decision-making process. We printed a holder for six chicken nuggets and a sauce pack before upgrading to a receptacle for 10 nuggies and two sauces. Typically, Taco Bell’s Nachos BellGrande is impossible to eat while in motion, but not anymore; we taught ourselves the basics of computer-aided design and constructed a FITS-spec nacho-tray holder. All this eating leaves our mitts filthy, though, so why not have a FITS visor mount with a paper-towel attachment, too? By the end of 40,000 miles, our Maverick will be completely bedazzled with useful attachments, and our stomachs will be crying for a healthy meal.
When winter arrived, we pointed our front-wheel-drive Maverick hybrid into Michigan’s first major snowfall of the season to try out the set of Firestone Winterforce 2 UV tires we previously installed. At our remote outpost, we didn’t make it very far up the driveway before the Maverick one-wheel-peeled its way into a parfait of sand and frozen precipitation. All-wheel drive likely would’ve helped it claw up those last few hundred feet, but when we ordered our 2024 model, you couldn’t combine the hybrid powertrain and all-wheel drive. For 2025, you can.
Though the colder months cut into the Maverick’s fuel economy, we still appreciated the truck’s thrifty nature. Heading into winter, nearly every tank of gas delivered more than 30 mpg, resulting in a 35-mpg observed average. But with cold temps and higher-rolling-resistance winter tires, we rarely bested 30 mpg, and our overall average has dropped to 33 mpg. With winter now behind us, we look forward to mounting the OE-spec tires and watching the fuel economy creep back up.
Thus far, keeping the Maverick’s vitals in tune has been delightfully straightforward—its low-mileage regimen consists of mostly oil changes, tire rotations, and inspections. Our second visit did require a cabin air filter replacement, for which the dealer charged us $40 to install a $34 filter. In the Maverick, replacing the filter is as simple as lowering the glovebox, flipping down an access panel, and switching out the part. Our advice? Watch a video, do it yourself, and put that money toward more 3-D printing filament. Or chicken nuggets.
As we close in on the 30,000-mile mark, our love for Ford’s little trucklet remains unshakable. At this point, it would take a major infraction to break this bond. Until death do us part—or until Ford takes it away—we stand by the Maverick’s side.
Months in Fleet: 9 months Current Mileage: 26,255 miles
Average Fuel Economy: 33 mpg
Fuel Tank Size: 13.8 gal Observed Fuel Range: 450 miles
Service: $274 Normal Wear: $0 Repair: $0
Damage and Destruction: $0
10,000-Mile Update
It’s hard to keep tabs on our 2024 Ford Maverick. It’s been west to Wisconsin, south to Virginia, and up in Northern Michigan to hang out with a pig that goes by the name Marshmallow. It’s here, it’s there, it’s everywhere. It goes without saying that the now-three-peat 10Best winner is in high demand. And rightfully so. It’s the mini-Leatherman utility tool of the vehicular world.
Much of the Maverick’s popularity can be attributed to its versatility, but sipping fuel in the process is a welcome bonus. Our front-wheel-drive Maverick hybrid averaged 33 mpg on our 75-mph highway test, making it good for 450 miles between fill-ups of its 13.8-gallon fuel tank. (It would have an even more camel-like range if the hybrid powertrain got the 16.5-gallon tank that accompanies the turbocharged 2.0-liter inline-four powertrain.) With more city driving mixed in, our observed fuel economy is up to a stellar 35 mpg overall. To date, nearly every tankful is averaging 30 mpg or better.
So far, we have yet to test the Maverick hybrid’s lowly 2000-pound towing capacity (2025 Maverick hybrids equipped with all-wheel drive can tug up to 4000 pounds), but we’ve put its 4.5-foot bed to use. We’ve used it to move; thrown three mountain bikes over the tailgate and headed to the trailhead; strapped down a motocross bike; and hauled trash, lumber, and just about whatever junk or landscape supplies you might toss into a truck bed.
While its light-duty versatility is a boon, a few of us have penned minor grievances. In today’s screen-thirsty world, some find the 8.0-inch infotainment display too small, though others find it just the right size for a small truck. Plus, it’s straightforward and easy to use. The small cubby to the right of it is basically useless for anything other than a pack of gum. And while some would like an inductive charging mat for their smartphone, those who use Apple CarPlay or Android Auto—both of which require a corded connection—say, “What’s the point?” The 2025 model remedies all of this, by the way. The screen stretches to 13.2 inches (removing the useless cubby), and the Apple and Android interfaces are cord-free.
We’ve addressed our soft tri-fold tonneau cover that flaps in the breeze at highway speeds by installing a roll-up Bak Revolver X4s bed cover, part of our roundup of the best tonneaus for 2025. At $1244, it’s on the pricier end of the spectrum, but we’re impressed by how easy it was to install, its ease of use, and more importantly that it lies flat at highway speeds. The downside is that when it’s rolled up it blocks a good portion of visibility through the already-squinty rear window.
With the arrival of winter, we’ve mounted a $695 set of Firestone Winterforce 2 UV snow shoes. We’re anxious to get the Maverick into some powder to see how a front-wheel-drive truck tackles the slippery stuff. We’re also curious to see whether the higher-rolling-resistance tires, coupled with cooler weather, eat into our fuel economy.
On the maintenance front, Ford calls for a pit stop every 10,000 miles. Our first service visit included an oil and filter change, inspections, and tire rotation that set us back $95. While in for service, the dealer updated the powertrain control module to remove the low-speed shudders we had previously experienced and update a body control module. Both actions were covered under warranty.
We look forward to pushing ahead to the Maverick’s 40,000-mile end point. As little as this micro-truck sits, it won’t take long.
Months in Fleet: 6 months Current Mileage: 16,907 miles
Average Fuel Economy: 35 mpg
Fuel Tank Size: 13.8 gal Observed Fuel Range: 480 miles
Service: $95 Normal Wear: $0 Repair: $0
Damage and Destruction: $0
Specifications
Specifications
2024 Ford Maverick XLT Hybrid
Vehicle Type: front-engine, front-motor, front-wheel-drive, 5-passenger, 4-door pickup
PRICE
Base/As Tested: $29,515/$33,030
Options: XLT Luxury package (remote start, trailer hitch with 4-pin connector, drop-in bedliner, LED box lighting, heated seats and mirrors, full-size spare, 8-way power driver seat, 110-volt inverter with cab and bed outlets), $2275; Ford Co-Pilot360 package (blind-spot detection with cross-traffic alert, lane-keeping system), $650; soft tri-fold tonneau bed cover, $590
POWERTRAIN
DOHC 16-valve 2.5-liter inline-4, 162 hp, 155 lb-ft + AC motors, 105 and 126 hp, 48 and 173 lb-ft (combined output: 191 hp; 1.1-kWh lithium-ion battery pack)
Transmission: continuously variable automatic
CHASSIS
Suspension, F/R: struts/torsion beam
Brakes, F/R: 12.8-in vented disc/11.9-in disc
Tires: Continental ProContact Tx
225/65R-17 102H M+S
DIMENSIONS
Wheelbase: 121.1 in
Length: 199.7 in
Width: 72.6 in
Height: 68.7 in
Passenger Volume, F/R: 55/47 ft3
Curb Weight: 3726 lb
C/D TEST RESULTS
60 mph: 7.4 sec
1/4-Mile: 15.7 sec @ 90 mph
100 mph: 20.4 sec
Results above omit 1-ft rollout of 0.3 sec.
Rolling Start, 5–60 mph: 7.3 sec
Top Gear, 30–50 mph: 3.7 sec
Top Gear, 50–70 mph: 4.9 sec
Top Speed (gov ltd): 110 mph
Braking, 70–0 mph: 181 ft
Roadholding, 300-ft Skidpad: 0.78 g
C/D FUEL ECONOMY
Observed: 33 mpg
75-mph Highway Driving: 33 mpg
75-mph Highway Range: 450 mi
EPA FUEL ECONOMY
Combined/City/Highway: 37/42/33 mpg
Introduction
The Ford Maverick pickup may be small, but it’s made a big splash. The compact hauler can be quick or efficient; it instantly won over consumers and us alike, earning back-to-back 10Best awards. Initially the Maverick was nearly impossible to come by. Demand was high, and supply was low. And just as many would-be adopters, we eagerly waited for our truck to arrive after placing our order. Then in early March, our Atlas Blue Metallic Maverick was born in Hermosillo, Mexico. After a train ride north, our mini-truck arrived at headquarters for a 40,000-mile test.
The process of ordering our Maverick caused a few scuffles around the office water cooler. The all-wheel-drive model’s 5.9 second rip to 60 mph, courtesy of a 2.0-liter turbo four, was appealing, as was its 4000-pound towing capacity. Still, others advocated for the front-wheel-drive hybrid version—Ford has added an AWD hybrid model for 2025—which sips fuel but can only tug 2000 pounds. When the dust settled, we agreed to go with the powertrain that has proven more popular: the 191-hp hybrid.
When the Maverick launched, the hybrid was the base powertrain. Perhaps in response to its popularity, Ford did a switcheroo. Now, the turbocharged 2.0-liter inline-four is the base engine, and the hybrid is a $1500 upcharge. The Maverick also has gone up a few thousand dollars in price. Although every Maverick features an 8.0-inch touchscreen infotainment system with wired Android Auto and Apple CarPlay connections, the base XL is otherwise, well, really base. Moving up a rung to the $28,015 XLT (plus the extra $1500) opens the door to more options to coddle us over 40,000 miles. Specifically, the XLT Luxury package ($2275) adds heated seats and mirrors, an eight-way power driver seat, remote start, a trailer hitch with a four-pin connector, a drop-in bedliner, LED cargo-box lighting, a full-size spare, and a 110-volt inverter with cab and bed outlets. We also tacked on Ford’s Co-Pilot360 ($650) for its blind-spot detection and lane-keeping assist, then added a tri-fold soft tonneau cover ($590) to keep our gear dry. All in, our Maverick came to $33,030.
Our initial impressions picked up right where we left off. We love this little truck. The steering has just the right amount of effort, and though the ride is on the stiffer side of the spectrum and high-frequency bumps rattle the Maverick’s cage, it’s generally agreeable in most use cases. While the bed isn’t huge, it’s great for weekend projects that involve moving dirt or playing in it; a motocross bike, gear, and fuel can fit great with the tailgate down. And the fuel economy merits mention: Over the first few thousand miles we’ve averaged an impressive 34 mpg.
After some miles to let the Maverick’s mechanical bits become friends, we headed for the test track. With what we assumed was a fully charged battery (there’s no gauge), the Maverick reached 60 mph in 7.4 seconds and did the quarter-mile in 15.7 seconds at 90 mph, 0.3 and 0.2 second better than our test of a 2022 model. At the skidpad, it held on at 0.78 g and stopped from 70 mph in 181 feet. That’s 0.03 g less grip and a lengthy 23-foot-longer stop than our previously tested truck, which has us wondering what type of special sauce that earlier Maverick XLT hybrid was sipping.
Even with all the greatness the Maverick delivers, we managed to sniff out a few dislikes. When new, the off-gassing of the recycled plastic interior bits smells a bit like a burro pasture on a hot summer afternoon. Plus, those plastics scratch too easy. The stinkiness goes away, but we’ve yet to find a cure for the scratches. Passenger space in the rear is tight, and installing rear-facing child seats forces front-seat riders to slide their chairs far forward. The tri-fold soft bed cover lacks attachment points to crossmembers, so at highway speeds it balloons up in the rearview. And we’ve noticed an occasional shudder from the powertrain during low-speed braking events, so we’ll have the dealer check into that in the weeks to come.
An interesting aspect of Maverick life is the 3-D printing of interior accessories that utilize the Ford Integrated Tether System. Over the course of the next few months, we look forward to diving into the world of dimensional printing. Do you have a favorite printer? Maybe you’ve printed some Maverick knickknacks. What are the must-haves? Comment below with your favorites. In the meantime, we’ll keep piling the miles and the smiles.
Months in Fleet: 1 month Current Mileage: 3772 miles
Average Fuel Economy: 34 mpg
Fuel Tank Size: 13.8 gal Observed Fuel Range: 460 miles
Service: $0 Normal Wear: $0 Repair: $0
Damage and Destruction: $0
Specifications
Specifications
2024 Ford Maverick XLT Hybrid
Vehicle Type: front-engine, front-motor, front-wheel-drive, 5-passenger, 4-door pickup
PRICE
Base/As Tested: $29,515/$33,030
Options: XLT Luxury package (remote start, trailer hitch with 4-pin connector, drop-in bedliner, LED box lighting, heated seats and mirrors, full-size spare, 8-way power driver seat, 110-volt inverter with cab and bed outlets), $2275; Ford Co-Pilot360 package (blind-spot detection with cross-traffic alert, lane-keeping system), $650; soft tri-fold tonneau bed cover, $590
POWERTRAIN
DOHC 16-valve 2.5-liter inline-4, 162 hp, 155 lb-ft + AC motors, 105 and 126 hp, 48 and 173 lb-ft (combined output: 191 hp; 1.1-kWh lithium-ion battery pack)
Transmission: continuously variable automatic
CHASSIS
Suspension, F/R: struts/torsion beam
Brakes, F/R: 12.8-in vented disc/11.9-in disc
Tires: Continental ProContact Tx
225/65R-17 102H M+S
DIMENSIONS
Wheelbase: 121.1 in
Length: 199.7 in
Width: 72.6 in
Height: 68.7 in
Passenger Volume, F/R: 55/47 ft3
Curb Weight: 3726 lb
C/D TEST RESULTS
60 mph: 7.4 sec
1/4-Mile: 15.7 sec @ 90 mph
100 mph: 20.4 sec
Results above omit 1-ft rollout of 0.3 sec.
Rolling Start, 5–60 mph: 7.3 sec
Top Gear, 30–50 mph: 3.7 sec
Top Gear, 50–70 mph: 4.9 sec
Top Speed (gov ltd): 110 mph
Braking, 70–0 mph: 181 ft
Roadholding, 300-ft Skidpad: 0.78 g
C/D FUEL ECONOMY
Observed: 33 mpg
75-mph Highway Driving: 33 mpg
75-mph Highway Range: 450 mi
EPA FUEL ECONOMY
Combined/City/Highway: 37/42/33 mpg
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