2025 Ford Maverick

The Ford Maverick reentered the market in 2022 as a compact unibody pickup aimed at urban drivers and first-time truck buyers. Its blend of affordability, fuel efficiency, and practicality made it an instant hit. For 2025, the Maverick receives its first major mid-cycle refresh, bringing updated styling, tech, and new trims. It continues to offer a single SuperCrew cab configuration with seating for five and a 4.5-foot cargo box. Maverick competes directly with the Hyundai Santa Cruz, but despite its compact footprint, the also competes with larger rivals like the Chevrolet Colorado, Ford Ranger, Honda Ridgeline, Nissan Frontier, and Toyota Tacoma, offering surprising utility in a smaller package.

The 2025 Maverick offers two distinct powertrains tailored to different driving needs. The standard engine on XL, XLT, and Lariat trims is a 2.5-liter Atkinson-cycle 4-cylnder hybrid powertrain that pairs with a continuously variable transmission (CVT). This setup delivers a combined 191 horsepower at 5,600 rpm and 155 lb-ft of torque at 4,000 rpm. For the first time, this hybrid is available with all-wheel drive in addition to front-wheel drive. For those seeking more punch, the 2.0-liter EcoBoost turbocharged inline-four is available on most trims and standard on the Tremor and Lobo. It produces 250 horsepower at 5,500 rpm and 277 lb-ft of torque at 3,000 rpm, paired with an 8-speed automatic transmission-or a 7-speed quick-shift automatic with paddle shifters on the Lobo. All EcoBoost models come with all-wheel drive. When equipped with the 4K Tow Package, either engine can tow up to 4,000 pounds.

Pricing for the 2025 Maverick starts at $26,295 for the XL and climbs to $40,995 for the Tremor AWD and $40,495 for the Lobo AWD. Standard safety features across the lineup include Ford Co-Pilot360 with automatic emergency braking, lane-keeping assist, and a rearview camera. Higher trims add blind-spot monitoring, adaptive cruise control, and a 360-degree camera. Available options include the FX4 Off-Road Package, Black Appearance Package, power moonroof, spray-in bedliner, and a 13.2-inch SYNC 4 touchscreen with wireless Apple CarPlay and Android Auto. The Maverick continues to offer exceptional value with a wide range of configurations to suit both work and lifestyle needs.

With the turbocharged 2.0-liter engine, Maverick zips from 0 to 60 MPH in a scant 6.4 seconds, that's quicker than its competition and quicker than any midsize pickup as well. The quick-shifting automatic transmission mates well to the turbo mill and provides prompt, if a bit abrupt, downshifts when more power is needed. The engine cruises smoothly and isn't overly coarse in hard acceleration.

However, buyers need not shy away from the hybrid powertrain. It provides more than sufficient acceleration and has enough umph to pull the occasional light trailer or load of sand from the home store. It posts a 0 to 60 MPH time of 7.6 seconds, about average for a midsize truck. More importantly power delivery is strong and linear in cut-and-thrust urban traffic. The powertrain does seem to run out of breath in highway passing situations though. It is important to note that the hybrid comes only with front-wheel drive.

On that subject, Maverick's all-wheel-drive system is NOT a four-wheel-drive system. It is designed for light-duty off-roading and mainly focused on providing additional traction on slippery roads. The Tremor and FX4 package adds a few additional off-road goodies and up to 8.3 inches of ground clearance.

EPA ratings come in at 22/29 MPG for the all-wheel-drive turbo, slightly better than the similar-size Hyundai Santa Cruz. Hybrid impresses with an EPA rating of 42/33 MPG. Both engines run fine on regular-grade gasoline. It should be noted that hybrid models get a 13.8-gallon gas tank while turbo models get a significantly larger 16.5-gallon tank.

Generally, outside of highway cruising, trucks aren't particularly smooth riding. Either they ride too firmly and jar occupants, or they ride too softly and induce motion sickness. However, the Maverick presents an on-road poise and sharpness that sets a new standard for compact and midsize trucks, The suspension calibration is superb, with the Maverick soaking up both large bumps and sharp expansion joints with aplomb. Secondary motions are nicely muted and there's no head toss. Best of all the ride quality doesn't change much with a load in the bed (save for the steering getting a bit light).

When the road gets twisty, Maverick digs in as best it can. Body roll is minimal, but it still feels like a truck at times with the way the back end isn't quite sure what the front end is doing. Steering is always over boosted, but at least it tracks true on the highway. Brakes provide excellent stopping power and an easy-to-modulate pedal makes coming to smooth stops second nature (even on hybrid models). FX4 creates a bit more sloppiness entering and exiting turns and slightly less suspension refinement overall.

The new Logo model adds an interesting twist, however. It's designed to be a "sport" truck. Meaning the firmer suspension, larger wheels and tires, and re-calibrated transmission work together to make it drive with more confidence on twisty roads. No, it doesn't transform Maverick into a track vehicle, but it definitely is the sportiest of the bunch.

Interior noise levels are impressively low, on par with a compact crossover. The hybrid powertrain can moan in hard acceleration, but that's more a factor of the continuously variable transmission than the engine itself.

Considering the Maverick sports a unibody design, rather than the traditional pickup truck body-on-frame construction, you might wonder if it has the chops to handle the tough truck stuff. Mostly yes, but in a modest way. Payload capacity is a useful 1,500 pounds, but the bed is fairly small, so it's not all that useful for hauling couches or motorbikes. Towing capacity for most models is 2,000 pounds, which means a light trailer only. You can opt for the towing package on all-wheel-drive turbo models and increase trailer weight to 4,000 pounds, but at that point you'll be taxing the limits of the engine and brakes. All-in-all, Maverick is perfect for light duty jobs, but not a replacement for a work truck.

Maverick sports a simple and functional interior. Updates for 2025 provide enough brightwork and contrasting materials to keep it from being spartan, but luxury-truck intenders will need to step up a class. Materials are appropriate for the price and the fit-and-finish seemed to be exemplary. Another plus is the extremely functional layout. Controls are quite conventional, clearly marked, and simple in operation. The low cowl and tall greenhouse make for excellent visibility and the large door openings, modest step-in and high roof make it easy to get in and out.

The front seats are heavily padded (for the class) and provide all-day comfort. Front-seat occupants are treated to generous head room and adequate leg room. The center armrest sits at the perfect height as well. The rear seats are reasonable roomy, easily accommodating two medium-size adults. Tall folk will wish for more foot and knee space. There is an optional sliding rear window that improves ventilation.

For 2025, Ford has standardized the 13.2-inch SYNC 4 touchscreen across all Maverick trims, replacing the smaller 8-inch unit found in earlier models. This larger display is now the sole infotainment screen offered from the base XL to the top-tier Lobo and Tremor trims, streamlining the tech experience throughout the lineup.

The new screen integrates climate controls, navigation, wireless Apple CarPlay and Android Auto, and a host of vehicle settings into a single, intuitive interface. It's a significant upgrade that brings the Maverick in line with Ford's more premium offerings, both in terms of functionality and aesthetics.

From a cargo standpoint, Ford claims the bed has an overall volume of 33.3 cubic feet. Frankly, that's not too impressive. They also tout something called "Flexbed," which is really just a bunch of ways to partition the bed with 2x4s and the like to make it more versatile. About the only party trick up Maverick's sleeve is a multi-position tailgate that allows you to lock it at a 45-degree angle to better carry long timbers. Santa Cruz has a much more configurable bed with in-floor storage and a hard and lockable tonneau cover. On the inside, Ford has come up with some innovative and thoughtful storage options including some additional storage around the infotainment screen, a deep center bin, a cord-wrap and lots of storage under the back seat.

The 2025 Ford Maverick comes standard with a 12V power outlet in the bed. Available on XLT and standard on Lariat, Tremor, and Lobo trims, is a 110V/400W AC outlet is located in the bed and can power small tools, laptops, or camping gear. It's ideal for tailgating, light-duty jobsite use, or charging devices on the go.

Bottom Line -- Truth be told, Maverick was an idea whose time had come. Pickups just keep getting bigger and more expensive and Ford thought a compact truck with a fair price would be a winner. And they were right. Maverick is sold out for months. Its combination of utility, comfort and affordability make it attractive to weekend warriors and light-duty contractors. Though the price climbs a bit for 2025, Maverick is still an exceptional value and an all-around good truck,