Used 2024 Ford Maverick

The Maverick is still quite a new truck, but it’s already a big hit according to our consumer reviews. We agree, making the Maverick our Best Buy in the compact pickup class for 2023 and the year before, when it debuted. Admittedly, the compact truck class is not especially big. It’s pretty much just the Maverick and the Hyundai Santa Cruz, but the Ford still does enough to get our vote.

This includes the ability to play as well as work, with potential for off-road excursions accompanied by decent towing talents. The option of a hybrid drivetrain is another plus, along with relatively reasonable pricing.

Last year, the Maverick’s standard drivetrain was the hybrid setup. This year, it becomes optional, with a turbocharged 2.0-liter engine now standard.

The Maverick’s pricing compares well with the competition, which is essentially the Hyundai Santa Cruz starting at $26,650 and going up to just over $40K for the Limited trim. Among the cheaper midsize trucks, the Ford Ranger kicks off in the $32.5K ballpark, while the new-for-2024 Toyota Tacoma is more like $28K.

Before buying a new Maverick compact truck, check the Kelley Blue Book Fair Purchase Price to know what you should be paying. The Tacoma typically wins the resale values battle among small and midsize pickups, but the Maverick’s performance here is respectable and stronger than the Santa Cruz.

Pickup trucks aren’t known for their comfortable ride or responsive handling. But the Maverick isn’t a traditional pickup truck. Based on the same car-like, unibody platform as the Ford Escape and Bronco Sport small SUVs, we found the Maverick offers a similarly agreeable driving experience. And it’s plenty powerful, too. The standard turbocharged 4-cylinder engine produces 250 horsepower and propels the Maverick to 60 mph in just over six seconds. That’s similar to the quickest Hyundai Santa Cruz. The optional 191-horsepower hybrid powertrain gives up a couple seconds in the same sprint, but that’s still perfectly adequate acceleration. Both engines are recommendable.

Payload and Towing

Maximum payload is 1,500 pounds, regardless of drivetrain — but a Tremor version is limited to 1,200 pounds. The Santa Cruz is limited to 1,411 pounds.

The standard engine can tow up to 4,000 pounds with the right equipment. Using the Tow/Haul or Sport modes allows the driver to stay in one gear (it’s an 8-speed automatic transmission) for longer, in order to access the most power.

The hybrid configuration is rated to tow 2,000 pounds. That applies to Tremor models as well. The Santa Cruz is rated to tow up to 5,000 pounds.

Fuel Economy

With front-wheel drive, the more powerful turbo unit returns 25 combined mpg (23 city, 30 highway), while the hybrid is rated for 37 mpg (40 city, 33 highway). At 15,000 miles per year, the hybrid will burn through 16 fewer gallons of gas every month. Even at $3 per gallon, that’s a savings of about $50 per month. The Santa Cruz tops out at 22 combined mpg.

Two rows of seating make this compact pickup accommodating and versatile. The doors can take large water bottles, and the rear seat cushions flip up to reveal storage areas beneath. Except that the hybrid version commandeers one of these areas for its battery.

Compared with the combustion-only variant, the hybrid results in a one-inch reduction of rear legroom as well: 35.9 inches. Tall people will prefer to sit up front. However, that’s still a little more legroom than the bigger Ford Ranger.

Every new Maverick comes with an 8-inch infotainment touchscreen and Apple CarPlay/Android Auto smartphone integration. The Tremor Off-Road package includes orange stitching in the upholstery, plus all-weather mats.

We’ve noticed how comfortable the front seats are, even for those who look in the extra-extra-large sections when shopping for clothes. Apart from a couple of gripes in our consumer reviews about the standard radio, the Maverick’s cabin gets a thumbs-up. The base XL is really basic, however. OK for a work truck, but buyers aiming to spend some leisure time in their new Maverick should look at the XLT at least.

Ford calls it a Super Crew, but the 2024 Maverick compact pickup has what most of us would call a crew cab, since it has four doors. This is complemented by a 4.5-foot bed. There are no options in this regard.

The bed is part of the overall body, not separate, because the Maverick has a one-piece (or unibody) construction. Extras for this cargo section include tie-down locking rails and a spray-in liner. With a lift-in height of only 30.1 inches, we found loading and unloading the Maverick’s bed noticeably easier than its big brothers in the Ford truck family. The bed is also short enough on the sides to make it possible to reach in there without lowering the tailgate. Shorter drivers will especially appreciate this accessible bed.

XLT and Lariat versions are eligible for Black Appearance and Tremor Off-Road/Appearance packages. The standard Maverick with all-wheel drive has a useful ground clearance of 8.6 inches (fractionally less with front-wheel drive). But the Tremor’s higher ride height provides clearance of 9.4 inches. Looks-wise, there are orange accents on the grille and fenders, while the Tremor Appearance package puts the roof, hood, lower doors and side mirror housings in Carbonized Gray.

Hybrid drivetrain
With this Maverick and the all-electric F-150 Lightning, Ford is bringing trucks well and truly into the 21st century. The hybrid powertrain is not available in tandem with the all-wheel-drive system, but that’s the only gripe.

Bedside manners
As well as being 4.5 feet long, the load-in/load-out height is a back-friendly 30 inches. There’s also the option of closable compartments on either side, plus a 110-volt outlet.

Tremor Off-Road package
The Tremor treatment takes the 2024 Maverick further off-road than the FX4 package. As well as the suspension setup, other additions include a re-shaped front bumper for a better approach angle, under-body protection, locking all-wheel-drive hardware, and Trail Control — a cruise control for tricky terrain where the driver just has to steer and the system takes care of the throttle, brakes, and gears.

Lariat Luxury package
This optional bundle for the top trim now includes pinch-to-zoom functions with its infotainment touchscreen, plus voice-activated navigation.

4K Tow package
Optional in versions of the 2024 Maverick with the standard engine and the non-Tremor all-wheel-drive system, this array includes a trailer hitch receiver with a 7-pin connector, transmission oil cooler, and a higher-capacity radiator with an upgraded fan.

B&O audio
OK, not the poshest sound system made by the famed audio wizards at Bang & Olufsen, but pleasing to the ear all the same. This 8-speaker setup is another feature in the Lariat’s optional Luxury package.

Swapping positions this year, the combustion-only drivetrain is the default setup. This consists of a turbocharged 2.0-liter 4-cylinder engine making 250 horsepower and 277 lb-ft of torque, and linked to an 8-speed automatic transmission. Front-wheel drive is standard, with all-wheel drive available as an option.

The now-optional hybrid drivetrain employs a 2.5-liter 4-cylinder engine and an electric motor for a total of 191 horsepower. Ford doesn’t give a total torque figure, but the engine makes 155 lb-ft at 4,000 rpm and the electric motor develops 173 lb-ft. It’s not as straightforward as adding the two figures together, but this drivetrain doesn’t feel short on thrust, especially considering it can return 37 miles per gallon. Output goes solely to the front wheels (FWD) through a continuously variable automatic transmission.

3-Year/36,000-Mile Warranty

Ford’s new-vehicle warranty is three years or 36,000 miles, whichever happens first. Powertrains have a 5-year/60,000-mile warranty. These are typical terms for mainstream manufacturers, but the Hyundai Santa Cruz does better.

Safety Ratings

The National Highway Traffic Safety Administration (NHTSA) has given the Maverick four stars overall out of a possible five. The Insurance Institute for Highway Safety (IIHS) liked the standard forward collision warning system with automatic emergency braking and pedestrian detection, but hasn’t performed a full set of tests so far.