The Ford Maverick Hybrid XLT We Bought: Are We Having Regrets?
A Maverick EcoBoost Lariat Tremor stopped by—did it leave us green with envy?
We're now eight months and more than 12,000 miles into our yearlong (and maybe longer!) test of the 2023 Ford Maverick XLT we purchased. We're averaging 35 mpg, we still love the functional and quirky-cool interior, and the truck's handy size and tidy bed make it perfect for weekend chores. All in all, we couldn't be happier.
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Or could we? We recently had a Ford Maverick EcoBoost Lariat Tremor—the top trim, one above our XLT—at MotorTrend's Detroit office, and we thought we'd check out the trucks side by side to see if there really was anything we might be missing out on. Let's dive in.
So, What Doesn't Our Maverick Have?
The Maverick Lariat gets its own unique color scheme for the upholstery—Desert Brown and blue—which is also vinyl rather than cloth. The Lariat we had was optioned with the Tremor package, however, which swaps in black vinyl with Tremor logos. Although we like the default Lariat color scheme well enough, the black Tremor bits looked somewhat strange with the Ford's blue plastics; it was like riding inside a bruise. We did dig the orange stitching, though. Even without the Tremor treatment, we prefer our XLT truck's more interesting-looking cloth upholstery in part because it's unusual in modern vehicles, but also because it heats up much faster when you use the seat warmers. We wouldn't mind having the Lariat's auto up-down windows, though, as well as its now-standard wireless phone charging pad, neither of which are available on the Maverick XLT.
The more expensive Maverick Lariat also gets an eight-speaker B&O sound system; a larger instrument cluster screen with fancier, more attractive graphics; and a larger infotainment display running Sync 3. Our XLT's center stack has a 7.0-inch screen and much more basic software. The slightly newer operating system—Ford's latest models have moved on to Sync 4—has built-in nav and more connectivity and app features, but with Apple CarPlay functionality on our truck we haven't missed them. We simply use our phone to run Google Maps and practically any app we want. Nor have we pined for better audio quality; the Maverick isn't the sort of vehicle that's so quiet you'll appreciate the fine details in your music, and the sound from the basic system is rich enough for us, anyway.
A power-sliding rear window is another Lariat-exclusive item, but we rarely if ever use the manual sliding window in the MotorTrend Maverick. It's too far back to open on a whim while driving solo, and the framing is an annoying obstruction to rearward visibility. It was probably $155 we should have saved. The Lariat's sliding rear window, however, is power-operated, which is nice if not exactly game-changing. The same goes for the Lariat's dual-zone climate control; at least in Michigan, the basic setup is effective in both summer and winter, and the cabin isn't large enough to make dual zones a necessity.
Otherwise, thanks to our ordering of Ford's XLT Luxury package, our Maverick had many of the desirable comfort options now standard on the Lariat for 2024, including the power driver's seat, LED box lighting, 400-watt onboard power inverter with power outlets, and heated seats, side mirrors, and steering wheel. Most of that used to be in the Lariat Luxury pack before getting baked in this year, albeit for a much higher base price, likely to simplify the production process.
The Driving Experience: Hybrid vs. EcoBoost
Going beyond the features and technology, the Lariat we sampled also gave us a chance to refresh our impressions of a Maverick fitted with the 2.0-liter EcoBoost I-4 and eight-speed automatic, as well as all-wheel drive. Our CVT-equipped hybrid putts around with 191 total system horsepower and 155 lb-ft of gas-only torque (173 lb-ft combined), compared to the turbocharged non-hybrid's 250 horses and 277 lb-ft. Those are mighty big differences on paper, but the gas-only Maverick's extra oomph doesn't significantly alter the experience. Our front-drive hybrid scooted to 60 mph in 7.7 seconds, just 0.7 second behind our result for a turbocharged AWD non-Tremor model. (We got 6.5 from the Tremor, which still didn't feel drastically quicker.)
For the most part, it's the same story in every other respect; neither powertrain sounds particularly good, and both get intrusively loud at high revs. The conventional automatic in the Lariat is fine, just like the e-CVT in the hybrid. The most noticeable difference is this Maverick Lariat's slightly disjointed, stiffer ride quality, which we might pin on the Tremor package's off-roady tires and suspension. On the other hand, it turned into corners with more verve due to the Tremor's unique all-wheel-drive system that swaps in a quasi-torque-vectoring differential at the rear axle. Meanwhile, our Maverick hybrid's rear wheels simply exist to keep the back bumper off the pavement. It's worth mentioning the Tremor bundle can be fitted to XLT models with the 2.0-liter, as well.
The Maverick Lariat Costs How Much Now?
The 2023 Lariat started at $29,850 when it was still available to build; this year's truck opens at a much heftier $36,450. In comparison, the 2023 XLT base price of $26,350 has increased to $27,910—if you get the 2.0-liter EcoBoost engine and front-drive. Our front-drive hybrid is now a $1,500 upcharge, whereas last year it was the base engine. That's right, the base powertrain is so popular that it's now the optional one. (The 2024 Lariat offers your choice of engine at no extra charge.) Blame Ford's inability to fill the large backorder of hybrid orders.
The Verdict?
We're pleased with our Maverick XLT hybrid and its level of equipment—nothing the Lariat had made us green with envy, and we'd much rather have extra green in our pockets. Truth be told, there's no bad option when it comes to Ford's little pickup truck. Actually, the Maverick Tremor looks kinda badass in red …
More on Our 2023 Ford Maverick XLT Hybrid:
Erik Johnson fell in love with cars before he could talk, carrying that passion through graduation from the University of Michigan. He's led digital content for Automobile and Car and Driver, and now oversees print and digital content for MotorTrend. He still pinches himself every day.
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