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2022 Ford Maverick: Is this pickup a Honda Civic and used-car rival?

2022 Ford Maverick: Is this pickup a Honda Civic and used-car rival?

Among us professional car reviewers, it's standard practice to lump new vehicles into classes composed of similar models in order to help consumers make sense of everything. We group similarly minded, similarly priced family sedans together, and we do the same with SUVs, minivans, sports cars, full-size pickups and luxury sedans, too. Every once in a while, though, while still helpful, this type of classification process doesn't really serve to put a vehicle's attributes in proper context, let alone help figure out who that vehicle is likely to be purchased by. That may just be the case with the new 2022 Ford Maverick compact pickup, because it's so jarringly different.

Ford's new compact unibody pickup truck carries a rock-bottom manufacturer suggested retail price of $21,490 ($19,995 plus $1,495 delivery), and it features a standard hybrid powertrain. That's right, America's least-expensive full hybrid is actually also America's least-expensive pickup. Said another way, that means the front-wheel-drive Maverick is priced like a rule-breaker, and with an estimated 40 mpg in city driving, it's an absolute curve-wrecker when it comes to pickup-truck efficiency metrics, too. 

This little trucklet might just upend the pickup business -- at least on the more affordable end of the market.

Ford

Unibody pickups have traditionally been a very tough sell in the US, and today, the only other trucks on the market that aren't traditional body-on-frame construction that are even vaguely similar to the 2022 Maverick are the 2022 Hyundai Santa Cruz and the larger 2021 Honda Ridgeline. Neither model features an electrified powertrain, and neither line up all that cleanly in terms of size, capability and mission. We already know that the AWD-only Honda Ridgeline is much costlier and more powerful, starting at $37,665 ($36,490 plus $1,175 delivery), and while it hasn't been priced yet, the Hyundai Tucson-based Santa Cruz is likely to be thousands more, too. You can see how these trucklets match up in our spec comparison and judge for yourself -- this isn't F-150 versus Chevrolet Silverado versus Ram 1500, these are all very different vehicles.

I'm here to offer an alternative way to look at this truck. I think the 2022 Ford Maverick will actually end up frequently cross-shopped against econoboxes like the Honda Civic and Toyota Corolla by customers who never thought they'd be interested in a pickup truck in the first place. After all, the Maverick will actually be less expensive and more efficient to run in the city than either of those popular compacts. Additionally, lower-end, FWD Mavericks will likely also be cross-shopped by people -- especially young folks and first-time buyers -- who might otherwise look to the used-vehicle market for a traditional passenger car that's new enough to still be under warranty.

More than most new-car shoppers, entry-level vehicle buyers arguably tend to be much more pragmatic than consumers in other segments -- often because their limited finances and credit status mandate such practical, focused decision-making. Rather than inherently limit themselves to a particular vehicle type, these shoppers disproportionately look at factors like monthly payment, fuel efficiency and where they can get loan approval as key factors to getting a spot on their shopping lists.

I can relate.

Back when I was in college, the above scenario described me to a "t" as a fixed-budget buyer hunting for my first new vehicle. The peace-of-mind promised by an affordable, new vehicle under warranty via low-interest, fixed monthly payment was preferable to buying a used car with a higher interest rate and the increased likelihood of variable monthly costs due to unscheduled repairs. Like many first-time new-car shoppers, I also found it easier to get financed on a new-vehicle loan than a used one, and I didn't have the cash to buy a decent used car outright anyhow.

While budding-car-enthusiast me wanted something entertaining like a Honda Civic Si or a Volkswagen GTI, my budget and an acute lack of credit dictated that I was consigned to shop leases on bargain-basement appliances such as the Dodge Neon and Ford Escort LX. I found that I could only afford base models with standard features like an AM/FM stereo cassette and a map pocket. I'm not even sure the Neon offered dual side mirrors, and I don't believe air conditioning was included with either model. 

My shopping took a left hook when I realized that I could get a mid-grade 1999 Ford Ranger XLT, complete with an extended cab, V6 power, A/C and -- hold your breath -- a CD player. The pickup truck's significantly higher resale value helped keep the monthly lease price low, so even though its MSRP was thousands of dollars higher than a stripped-out economy car, the Ranger was actually going to be cheaper to own -- even with its higher fuel consumption. Plus, with its useful bed, I figured the Ranger would be great for toting mountain bikes and saving me on rental vans when the time came to annually decamp from a dorm room or apartment.

Despite never having been interested in a pickup before, my choice was clear. I became a truck-drivin' man and never looked back. All of the signs point to the 2022 Maverick having similar or even greater appeal over 20 years later.

In fact, the Maverick should be a much easier truck-shaped pill for traditional passenger-car shoppers to swallow than my Ranger was. For starters, the Ford's unibody construction (there's no heavy body on frame) means the Maverick should drive much more like a normal passenger car in terms of ride, handling and maneuverability, all of which should make this vehicle much easier to consider for buyers who have only driven things like a Civic or Corolla. Just as importantly, the Mav's 40 mpg city fuel economy rating actually significantly outperforms today's standard Honda Civic on the city cycle. Same for the Corolla. Ford has yet to release the base hybrid's highway fuel economy number, but I'm guessing it'll be significantly less impressive owing to its aerodynamic drag at higher speeds.

What's more, where my SuperCab Ranger got by with comically small, sideways-mounted second-row folding jump seats, the Maverick has four conventionally hinged doors that afford easy access to a five-seat cabin that's larger than many compact sedans and hatchbacks. The low step-in height is even quite car-like. 

Plus, at 33 cubic feet, the Mav's bed offers a lot more cargo room and flexibility, although you'll need to source a good locking tonneau to keep everything as safe as you would in a traditional trunk. This is to say nothing of the truck's towing ability, which, while particularly modest in hybrid spec, is still a major benefit.

Now, it's certainly possible low-end Maverick trims like the base XL will have interiors whose features and materials leave something to be desired compared to one of today's better compact economy cars (I've only poked around a mid-level XLT cabin with options), especially as cars like the Civic and Corolla are can be surprisingly upscale inside. But many people will find the Ford's added utility worth it, and even the mid-grade XLT Hybrid is a considerable value at $23,775 ($22,280 plus delivery), priced just under a 2021 Civic Sport.

Not too shabby.

Ford

It won't just be ordinary individual consumers who take an interest in the Maverick. I can see the Maverick becoming a go-to favorite among fleet buyers, both government and private business. Ford used to sell hundreds of thousands of Ford Rangers back when that nameplate got you a basic, honest compact truck. The year I bought mine, the Blue Oval shifted nearly 350,000 Rangers, and a large percentage of those models were sold to municipalities, utility companies, rental fleets and so on. Boasting essentially double the urban fuel economy of today's Ranger, penny-pinching fleet managers should love what the Maverick does for their bottom line.

None of this is to say that the 2022 Ford Maverick will be a particularly good choice for traditional small pickup buyers who plan on doing substantial amounts of off-roading and towing. Ford will offer the Maverick with all-wheel drive and even a modest FX4 off-road package, but if you're into hardcore rock-crawling or overlanding, you're likely still going to want to step up to the Ranger or F-150 if you need your truck to have a Ford badge on the grille.

While those hardcore customers will likely be better off with something else, in the end, I think the the 2022 Ford Maverick is going to play to a very broad, very eager audience. If this little truck is half as good to drive as it is at first impressions, I could see sales zooming past the Ranger to become one of the Blue Oval's most popular offerings in a couple of years. 

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Who's Winning America's Electric Vehicle Race?

Who's Winning America's Electric Vehicle Race?

This story is part of Plugged In, CNET's hub for all things EV and the future of electrified mobility. From vehicle reviews to helpful hints and the latest industry news, we've got you covered.

A tsunami of electric vehicles is set to arrive on US shores in the next few years. Practically every automaker around the world, from small boutique operations to goliath multinationals is hard at work developing battery-powered cars and trucks. But among America's traditional manufacturers, who's winning the EV race?

The old guard

GM, Ford and Stellantis (Chrysler, if you prefer), Detroit's Big Three automakers, are each spending vast sums of money to design and manufacture next-generation cars and trucks. GM is set to shell out more than $35 billion by 2025 to develop electric and autonomous vehicles. Through 2026 -- the year it expects to produce more than 2 million EVs -- Ford is on track to spend some $50 billion globally on the technology. As for Stellantis, this amalgamated American/French/Italian concern plans to invest around $32.5 billion (30 billion euros) in electrification and software through 2025.

American automakers are practically all-in on EVs, but plenty of their rivals are spending big bucks, too, from BMW and Mercedes-Benz, to Hyundai, Nissan, Volkswagen and Volvo. For the purposes of this article, however, to keep it from dragging on for days, we're focusing primarily on the Detroit Three.

The new Hummer EV Pickup is absolutely massive.

GMC

The Tesla effect

But you can't talk about EVs without mentioning a certain company with an eccentric CEO and cult-like following. "There's no question Tesla's winning the race right now, by a wide margin," said Michelle Krebs, executive analyst at Cox Automotive. This organization keeps track of the most-shopped electric vehicles, and she said this company's products absolutely dominate the list. "It's going to be tough for anyone to catch up with Tesla," admitted Krebs.

Aside from strong sales, this American automotive upstart also leads when it comes to market capitalization -- being worth a record-breaking $1 trillion -- and mindshare. "Tesla, whether you want to give them the credit or not … [created] the modern EV market," said Edward Sanchez, senior analyst at Strategy Analytics. He noted that the Model S "flipped the script" and proved electric cars could be sexy, desirable and luxurious.

But not all is perfect in Musk-land. The company's been dogged by longstanding quality problems, it's facing labor woes at manufacturing plants, and is suffering from a lack of promised new products -- where's the Cybertruck, Roadster and Semi? No new launches are expected in 2022 and likely for part of 2023, so the automaker's lead will likely erode as more and more rival electric vehicles start showing up at dealerships. During the company's recent first-quarter earnings call, Elon Musk promised its robotaxi will be ready by 2024, but forgive us for not believing him.

Tesla is still the one to beat in the electric vehicle space. 

Mike Cutler/CNET

A classic rivalry

If Tesla is miles ahead of the competition, who's trundling along in second place? Sanchez said, "It's a very dynamic space," one that's "hard to armchair quarterback" because the situation changes from year to year and even month to month. Still, right now, he sees Ford pulling ahead, something echoed by other analysts.

According to Bob Gritzinger, editor-in-chief of Wards Auto, "Right now, for all appearances, Ford is in the lead. Give it a minute and I think you're going to see GM jump [ahead] in a hurry." The Blue Oval put some distance between itself and other domestic car makers, thanks to hit products like the Mustang Mach-E SUV and F-150 Lightning pickup, both of which are sold out, a happy problem for Ford, if not its customers. Still, the battery-powered E-Transit commercial van shouldn't be forgotten, either. "That's another win, an early win for Ford," said Gritzinger, as is the hot-selling Maverick compact truck, which is not offered as a pure EV but comes standard with a hybrid drivetrain.

Of course, it remains to be seen whether it's as well optimized as pickups built on dedicated EV platforms, but Ford was super smart getting the F-150 Lightning out as soon as possible. All-electric rigs like the Lightning could be absolute gamechangers and the Blue Oval has a huge advantage in this space right now.

The Ford F-150 Lightning is expected to be a game-changing EV.

Nick Miotke/Roadshow

One potential area of weakness for Ford, though, is Lincoln. The luxury brand is aiming for more than half of its global sales to be EVs by the middle of this decade, but almost nothing is known about the vehicles it plans to introduce. Lincoln did, however, just show off its new Star concept, a handsome SUV design study that previews some of the features and styling cues we can expect on the four EVs it plans to introduce by 2026. Fortunately, it sounds like we won't have to wait too much longer to learn about Lincoln's electrification strategy.

"Ford is definitely beating GM on sales and shopping data," said Krebs, leveraging its early-to-market advantage. GM has a lot planned, but it has to execute and avoid having issues like it did with the Chevy Bolt hatchback and its combustible battery pack, something Sanchez said severely humbled the automaker.

"There's no denying Ford's strategic advantage with Mach-E, being an early mover," noted Sanchez, but GM has a torrent of new EVs in the works, an unprecedented onslaught that has only just begun. The GMC Hummer EV Pickup is finally available and the Cadillac Lyriq SUV entered production about a month ago. Beyond those models, an all-electric Chevy Silverado is in the works, as are Blazer and Equinox utility vehicles as well as a Hummer SUV and even a new flagship-caliber electric luxury sedan, the Cadillac Celestiq. "My concern with GM is they're kind of almost going overboard," Sanchez said.

The Cadillac Lyriq SUV is one of many electric vehicles GM plans to introduce.

Cadillac

GM's much-publicized Ultium platform is set to underpin these upcoming vehicles, and many more. A relatively plug-and-play affair, "They're investing in one technology they'll be able to spread across the entire portfolio," explained Paul Waatti, manager of industry analysis at AutoPacific. With shared underpinnings, GM can bring a load of vehicles to market without doing a lot of costly and time-consuming reengineering work. Compared to Ford, Waatti said, "I think GM is a couple years ahead on the technology curve," though Ford is "catching up quick."

Stellantis: The dark horse

While those two automakers duke it out, the other leg of the Detroit Three stool is quietly plugging away in the shadows. "I think the dark horse in all this is Stellantis," said Gritzinger. "They've done a lot of work with hybrids and with their 48-volt system," he added. "I think they will be surprisingly strong once they start putting product out there, in large part because they're a European company and Europe is going 100% EV." Historically, Chrysler has almost always been smaller than its main rivals, but it's scrappy and willing to take risks, something that could give it a leg up in the electric vehicle space.

Sanchez said Stellantis is probably behind its major domestic rivals in EV technology, but this isn't necessarily a bad thing as "they're kind of taking advantage of the early adopters paying the price." As electric vehicles start to gain traction, the cost of batteries and related technologies should come down, which would be great for Stellantis. "Sometimes it's not always the worst thing to be late to the game," said Sanchez.

According to Waatti, AutoPacific forecasts that EVs will capture about 15% market share by 2027, something that leaves a ton of room for other propulsion systems, like plug-in hybrids. "Stellantis is probably taking that strategy, mostly because they're behind on straight-EV technology," he said. Plug-ins, like the new Jeep Grand Cherokee 4xe, give customers the best of both worlds: Silent, emissions-free (from the tailpipe, at least) motoring with the ability to drive cross-country without needing to charge. At least in the near term, this should be a good plan for Stellantis, "[and] from a business standpoint," explained Waatti, "They're making money on these right away."

Ram teased its upcoming electric pickup truck in this shadowy image.

Ram

It may not be as sweeping as Tesla's, but another potential advantage for Stellantis is its passionate fan base. Sanchez said even though the Dodge Charger and Challenger are absolutely ancient, their sales continue to grow. "If they can somehow leverage that enthusiasm for their EV models, they could surprise everyone."

Don't forget the smaller companies

Beyond Tesla and its Detroit rivals, a range of new independent automakers has come out in recent years. This old-school term was used decades ago to describe now-defunct brands like Hudson, Packard, Studebaker and Willys, but it works just as well in the 21st century. Today's independent makes include the likes of Fisker, Lucid and Rivian, companies that are focused solely on building EVs. Bollinger, Lordstown Motors and Nikola are in the same camp, too, though, for various reasons these brands have largely failed.

Whether any startup automakers will succeed remains to be seen. Waatti said they don't have the baggage legacy companies do, plus they're "something new and exciting," which could translate into more sales, though as Krebs noted, it's way too early to tell if any of these brands will take off.

For many reasons, the Lucid Air is a damn good electric sedan.

Lucid

This isn't to say today's EV independents aren't doing some great work. "I think Lucid, from a technological standpoint … I would consider them probably the closet peer to Tesla," said Sanchez. The company's Air sedan is not only beautiful and luxurious, it's loaded with clever features and offers storming performance. "[But] the big thing with Lucid is how quickly they can scale, that's the determining factor," Sanchez added.

Exciting times in the automotive industry

We're living in a transformative period as the car industry shifts from internal combustion to electric powertrains. Right now, Tesla is the undisputed American EV champion, a position it will likely maintain for some time. Waatti predicts, "They're still going to be the powerhouse into the end of the decade." But as more and more electric vehicles come out, Tesla's market share will almost inevitably decline. When GM's EV salvo hits, plus battery-powered offerings from myriad other companies, "All of a sudden, there's a lot of competition in your part of the sandbox," said Gritzinger.

As for the Detroit Three, it seems Ford is leading the electric vehicle race right now, thanks to its speedy introduction of the Mach-E and Lightning, vehicles that proved to be extremely popular. GM, however, probably has a technological advantage and could overtake its rival in the coming years once its flurry of new products launches. Of course, Stellantis is hard at work, too, and it's made some big promises, including the introduction of four dedicated EV platforms, though the finer details of its electrification plan are a little murkier. As Krebs said, aside from Tesla's dominance in the EV space, "The race has only begun."

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2021 Jeep Wrangler with Xtreme Recon Package quick drive review: Bigfoot hunter

2021 Jeep Wrangler with Xtreme Recon Package quick drive review: Bigfoot hunter

It was a long time coming -- like, forever and a day -- but the new Ford Bronco is here, giving off-road enthusiasts another excellent way to get a little more dirt in their diets. But the folks at Jeep were not about to sit on the sidelines and watch their frenemies in Dearborn one-up them with a more capable rig, which is why they developed the Xtreme Recon Package for the popular Wrangler Unlimited.

Like Broncos fitted with the available Sasquatch Package, Jeep's $3,995 options group gets you several off-road-focused enhancements, most importantly, 35-inch BF Goodrich KO2 all-terrain tires mounted to 17-inch beadlock-capable wheels. To support the mammoth spare, Wranglers fitted with this package also gain reinforced swing gates. I mean, the last thing you want is the back door falling off while you're out on the trail. Aside from all that, you get a 4.56:1 axle ratio and a 1.5-inch suspension lift complete with unique shock absorbers.

These meaty 35-inch all-terrain tires will get you just about anywhere.

Craig Cole/Roadshow

The Xtreme Recon Package is only available on the four-door Wrangler Rubicon Unlimited models, including the fire-breathing Rubicon 392. In comparison, the Sasquatch upgrade is available across the Bronco model range including on both two- and four-door variants.

Despite its somewhat limited accessibility, the Xtreme Recon Package one-ups competitors in certain metrics. It promises best-in-class approach and departure angles, ground clearance and water-fording capability. In these areas, the Wrangler beats a Sasquatch-ified four-door Bronco and even the fancy Land Rover Defender 110.

Off-Road Specs

	Wrangler Unlimited w/ Xtreme Recon	Bronco 4-Door w/ Sasquatch	Defender 110
Approach angle	47.4 deg	43.2 deg	38.0 deg
Breakover angle	26.7 deg	26.3 deg	28.0 deg
Departure angle	40.4 deg	37.0 deg	40.0 deg
Ground clearance	12.9 in	11.5 in	11.5 in
Water fording	33.6 in	33.5 in	35.4 in

The Xtreme Recon Package is available with two powertrains, either a 3.6-liter V6 bolstered by a mild-hybrid system or a 6.4-liter Hemi in the Wrangler Rubicon 392. The smaller offering is much less dramatic than that thundering V8, but it's still incredibly effective, delivering 285 horsepower and 260 pound-feet of twist. This example's eTorque-enhanced Pentastar engine is dynamite, super smooth and plenty potent, with a linear powerband and good thrust. The eight-speed automatic transmission is a jewel as well, shifting just about perfectly, making for a powertrain dream team.

Inside, it's standard Wrangler fare.

Craig Cole/Roadshow

The EPA says you can expect 19 mpg in the city with this Wrangler and an optimistic 24 mpg on highway drives. Combined, it should average 21 mpg, though I'm barely getting 8 mpg in mixed use, which is a little disappointing, though not surprising.

The Xtreme Recon Package makes the already beastly Wrangler Rubicon even more of a dirt demon, but how livable is this setup on pavement, when driving between trailheads or to after-school activities? The elevated ride height and massive tires produce a ride that's bouncy and jiggly, though it is nicely compliant. This is also a vehicle that needs constant attention to stay in the center of its lane because the steering is, at best, a rough approximation. Stiff crosswinds will make this Jeep veer for oncoming traffic or the ditch if you're not careful.

Still, it's not all bad. Like standard Wranglers, the Xtreme Recon is remarkably comfortable for the off-road capability it provides. Despite the elevated stance, there's only a whiff of roll in corners. Engineers have done an extraordinary job civilizing this vehicle's horse-and-buggy-inspired chassis, making those live axles livable in everyday use. Sure, the boxy body and $4,095 Sky One-Touch power-folding roof conspire to produce a fair amount of wind noise at speed, but it's nowhere near unbearable, plus those knobby BF Goodrich tires barely make a peep on pavement, which is a huge surprise.

The whole package looks pretty good.

Craig Cole/Roadshow

Inside, you get the same great Wrangler cabin that's been offered since the JL generation launched in 2018. Soft materials abound, the various switches and knobs are not only chunky and easy to use without taking your eyes off the road, they feel like quality, too. The optional, $1,995 8.4-inch dashboard screen with the Uconnect 4C Nav infotainment system looks great and the software is as responsive and easy to use. Downsides to the Wrangler Unlimited Rubicon with the Xtreme Recon Package are few. It's a steep climb getting onboard, so bring a step stool if you're vertically challenged. The front seats aren't particularly comfortable and the rear bench is tough to get into and out of because of the annoyingly narrow door openings.

The Jeep Wrangler is a huge moneymaker for its parent company, Stellantis. One look at the window sticker and it's easy to see why this is such a lucrative product. The Rubicon model already starts in the mid-$40,000s, but this example checks out for $67,645 including $1,495 in destination fees. That MSRP is inflated by a range of options, from the $4,095 folding roof to the $3,995 Xtreme Recon Package to the $1,745 steel bumper to $1,695 for leather-trimmed seats, to name a handful of extras. Of course, if you have your eye on the V8-powered model, you'll have no trouble eclipsing the 80-grand threshold, which is, well, ludicrous.

But as they say, you've got to pay if you want to play. Hardcore off-roaders that lust after a turn-key mudslinger backed by a factory warranty will be well-served by a Wrangler Unlimited with the Xtreme Recon Package. Aside from being one of the most capable vehicles available today, its delightful powertrains, upscale interior and passable on-road dynamics make it an easy recommendation, even as competitors, like Ford's Bronco, turn up the heat.

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