There's a lot to like with the Maverick and if I were looking for a truck that doesn't drive like a truck, I'd be taking a look in this direction
When is a truck not really a truck?
Well, in the case of the Ford Maverick, it's right now. Though its name once referred to a compact car from the early 1970's, today's Maverick is a car-like truck that competes head-to-head with the original modern car-like truck--the Honda Ridgeline--and Hyundai's version called the Santa Cruz.
I haven't driven the Hyundai, but I have liked both the Maverick and the Ridgeline and, as a definitely non-truck guy, would consider both if ever I had to purchase such a beast.
Why? Because I hate how trucks drive, especially the full-size ones. But even small trucks like the Ranger, Tacoma et al generally leave me cold, because I'm a car guy and I don't like the way traditional trucks drive, bouncing around and chittering over frost heaves, etc. etc... It's heavy-duty utility I'd rather eschew for sportiness, etc. etc.
Besides driveability, I prefer the small trucks because they're easier for a person of short stature like me to get into and out of.
Who else might like such a "compromise"? Well, if you don't really care about heavy duty off roading, or hauling a huge fifth wheel trailer etc., you really can get a good albeit lighter duty experience with these car-like models – and the bonus is that they actually drive like cars, too.
I guess it's the modern age equivalent of the El Camino or Ranchero – those coupe-like light duty trucks from decades and decades ago.
Ford's Maverick is a few years old now, but it's still a very nice vehicle – and as a bonus Ford has (as yet) not changed its interfaces (other than the centre stack LCD, which has been updated, unfortunately) to reflect the awful useability of the steering wheel-mounted controls like they have with the Expedition I reviewed here.
There are updates and upgrades for 2025, of course, including new trim levels such as a hybrid option and the Tremor trim level that Ford Canada's sample wore.
Ford describes the Tremor trim thusly: "Now its own trim series, with all the great off-road capability of the previous trim package, plus standard 360-degree camera and new, One-Pedal drive."
Tremor is the top-of-the-line trim and if you're not interested in all its extra goodies, you can choose from XL, XLT Lobo or Lariat as well. Hybrid versions are also available, as mentioned. Naturally, I liked the extra toys on the Tremor, though its off-road prowess is lost on this sedentary urban dweller.
Being a smallish truck, Maverick doesn't claim the robustness of a full-size hauler, but it still isn't bad if your needs don't require Big Hauling. Ford claims it'll tow 1,814 kg (4,000 lbs.) and you can stuff the bed with up to 680 kg (1,500 lbs.) of stuff in its flexible bed.
Powering Mavericks is a couple of hybrid/non-hybrid engines including the base 2.5 litre hybrid XL (which appears, alas, to be saddled with a CVT transmission), though you can also choose a more interesting two litre EcoBoost turbo engine with seven-or-eight-speed automatic transmissions depending on how you configure it (hooray! No 10 Speed!). The Tremor also offers advanced 4WD with a twin clutch rear drive unit lock, skid plates, and a suspension tuned for off-road performance with "Unique Springs and Shocks." I thought it handled nicely in the city even with its off-road bent. In fact, I liked driving it better than I did the Bronco Sport I had a few weeks later.
The Tremor comes with 17-inch wheels and an eight-speed tranny, which seems kind of strange next to the seven speed that's on the Lobo. It works fine, though.
Inside, you get standard equipment such as dual-zone automatic temperature control, a 13.2-inch LCD with swipe capability (I wish companies would dump the swipe capability because it's distracting and it's already hard enough to avoid the morons on the roads around you when your eyes are on the road), an eight-inch "productivity screen" in the instrument cluster.
The excellent audio system, which comes from B&O, has eight speakers (including subwoofer). Naturally, it has all the connection choices one would expect, like Bluetooth and USB and of course CarPlay and Android Auto.
There's a whole bunch of other stuff that Ford crams into the Maverick (and other vehicles it makes), some of which are nice and some of which leave me a tad cold.
Nice:
Dual USB (front and rear), wireless charging pad, one-touch-up/down power windows for both rows of seats, rear under seat storage bins, and key fob with remote start (handy in the winter!) and all-weather floor liners with carpet mats front and rear.
Cold:
5G LTE Wi-Fi hotspot (it's a car/truck, dammit, not an internet cafe), adaptive cruise control (call me a stick in the mud, but I'd rather control the cruise control myself), ambient lighting (nice, but who really cares?).
You can also get a power tilt/slide sunroof.
Outside, there's also lots of Ford goodness:
You can also order a bed extender, removable bed mat, and a few tonneau covers for the pickup box.
Standard lighting includes wiper-activated LED projector headlights, LED taillights, a cargo lamp and LED box lighting (to illuminate your LED box, I assume).
Maverick XL's start at $36,995 CAD. The XLT starts at $39,495, the Lobo at $44,295, the Lariat at $48,995, and the Tremor starts at $50,495.
There's a lot to like with the Maverick and if I were looking for a truck that doesn't drive like a truck, I'd be taking a look in this direction.
Copyright 2025 Jim Bray
TechnoFile.com
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Jim publishes TechnoFile Magazine. Jim is an affiliate with the Automobile Journalists Association of Canada and his careers have included journalist, technology retailer, video store pioneer, and syndicated columnist; he does a biweekly column on CBC Radio One’s The Business Network.
Jim can be reached at: bray@technofile.com
