There's also a ton of customization opportunity. That rear seat is adult habitable, but not compact-SUV spacious-it’s about the same size as the Hyundai Santa Cruz. A bike tire can slide into those slots to fit across the rear-seat area.
The door pockets are clever, too cutting short the typical grab handle leaves a spot to stow tall water bottles. The only typical cheap black-grained plastic is on the center of the parts-bin steering wheel. The top of the dash is hard plastic, but there, too, the graining elevates its appearance substantially. The light trim on the front of the dash trim has scraps of carbon fiber blended into it to create a look like a quartz countertop, and there are splashes of color on the vents and console bin.
FORD MAVERICK GRABBEE ANDROID
The 8.0-inch touchscreen isn't as high-resolution as Ford's best and excludes features such as built-in nav, although that's no real loss with standard Apple CarPlay and Android Auto functionality.Īnd yet, with interesting materials and clever flexibility, the interior is not at all cheap-feeling and is in fact one of the most inventive we've seen from Ford. There are no interior trim or color options within a trim level, and there's no leather. Heated seats and a heated steering wheel are only included with the $2345 Luxury package on XLTs or the $3340 Luxury package on Lariats. To get push-button start and get rid of the key cylinder-remember those?-you have to step all the way up to the top Lariat trim ($26,985). For example, there's no rear defroster available at all and cruise control is an option on base XL models. With the low price comes a simplified lineup and carefully omitted features. And in driving conditions that were light on the highway, but not light on the throttle, we saw an indicated average above Ford's 40-mpg EPA city claim. The brake pedal of the hybrid is a bit non-linear, as is the blended-brake norm. In general, the Maverick is surprisingly hushed given its low price point.
Its 2.5-liter emits more four-cylinder buzz than the quiet 2.0T, but it's not obnoxious. The front-drive-only hybrid has a power level better matched to powering only the front wheels. But it's quick the sprint to 60 mph should come in at around six seconds flat. Wringing it out brings mostly flow noise from the exhaust system. The steering has a truckish imprecision, and efforts are on the high side, while the brake feel from the upsized brakes, relative to the Escape or Bronco Sport, is solid and confidence-inspiring. But the stability control can't be completely disabled, so it's a short-lived thrill. A flourish is playful lift-throttle rotation at the limit, reminiscent of the compact hatchbacks that Ford no longer sells. Over the road, the Maverick has the resolute solidity of a unibody SUV with a firm ride that enables the lofty payload and benefits body control. In addition to the added traction, all-wheel drive brings with it an independent rear suspension, which replaces a torsion beam in the front drivers. We'd recommend opting for all-wheel drive ($2220) with the more powerful engine. For example, massive, anti-social levels of wheelspin, even from a rolling start with the front-drive 2.0T. Morphing a compact SUV into a pickup brings an unusual amalgam of car and truck traits. The step-up option is a 250-hp turbo 2.0-liter inline-four that's a $1085 upcharge on any trim level. Combined output of its 2.5-liter inline-four and two electric motors is 191 horsepower, and the price of the Maverick hybrid is a whopping $7785 cheaper than an Escape with the same powertrain. This is Ford's well-sorted tech that dates back to the 2005 Escape hybrid. There's no 1.5-liter three-cylinder as in its Escape and Bronco Sport platform mates instead, the $21,490 entry-level Maverick is a front-wheel-drive four-cylinder hybrid. The pricing is as big a surprise as the return to the small-truck segment. Based on the same C2 unibody platform, the chassis is largely shared with the Escape but has been beefed up to achieve a compelling 1500-pound payload capability, which betters that of the four-door Toyota Tacoma. The Maverick may be less of a mini-F-150 than an Escape in pickup-truck form, but its capabilities are plenty to convince that this is no mere costume.
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