Thanks to our friends at Media Fleet in Mississauga, I had the chance to road test the 2025 Ford Maverick Lariat AWD Hybrid. And yes, if you’ve seen the photos of it parked beside my 2025 Toyota Tacoma, you’ll notice immediately that the Maverick is not, by any stretch, a midsize truck. More on that later.
When I first jumped into the cabin, my instinctive reaction was that it felt a little tight compared to what I’m used to. But once I fired it up and pulled away, my perspective shifted. Within a few kilometres, I found myself thinking, hmmm, this is pretty decent. The driving experience was smooth, planted, and—most importantly—surprisingly car-like. And for good reason: the Maverick isn’t a traditional body-on-frame pickup. It’s a unibody, the same construction underpinning as the suv/crossovers. In other words, this “truck” drives exactly like a crossover, because mechanically, it is one.
Trims, Pricing, and a $550 Surprise
Ford gives buyers eight ways to configure their Maverick, each with the same 4’6” bed. Two trims are FWD, while the other six come with AWD, ensuring there’s something to fit just about any budget. The lineup starts at $35,100 for the XL FWD SuperCrew and climbs to $48,100 for the Tremor AWD SuperCrew—before you start tacking on extras.
My tester, the Lariat AWD Hybrid, had a handful of add-ons: a $1,200 power moonroof, $200 upgraded floor mats, the $900 4,000-lb tow package, and—brace yourself—a $550 block heater. Yes, you read that correctly. Unless you live in the Yukon or plan to winter in an igloo, you can safely save that $550 and plug your coffee maker into something else.
The Heart of the Maverick
Now for the fun part: the Maverick’s powertrains. At the base level, the XL and XLT FWD models come with Ford’s 2.5-litre I4 Hybrid as standard equipment—the only engine offered on those trims. This makes the Maverick unique in the Canadian market. Every Maverick starts as a hybrid, which means Ford can proudly boast that the model is Canada’s most affordable hybrid pickup.
And it’s not just a gimmick. The hybrid motor is smooth, responsive, and economical, returning about 6.0 L/100 km. That’s SUV-like efficiency from a vehicle with a box big enough to haul four golf bags, a lawnmower, or those hockey bags your kids swear don’t smell (they do).
But here’s the clever twist. Buyers of AWD Mavericks can swap the hybrid for Ford’s 2.0-litre Ecoboost turbocharged I4. Instead of charging extra, Ford actually offers a $2,000 credit if you make the switch. Yes, Ford will effectively pay you to take the non-hybrid.
Why? Several reasons:
- Availability. Hybrid motors were in short supply for a while, so having a backup option kept Mavericks rolling off the line.
- Performance. The 2.0-litre turbo packs more horsepower and quicker acceleration than the hybrid.
- Capability. It offers higher towing ratings.
- Price. With that $2,000 credit, the Ecoboost AWD Maverick can actually be cheaper than the hybrid. It almost feels like you’re getting AWD for free.
What About Competitors?
Now let’s talk rivals. Many reviews lump the Maverick alongside the Hyundai Santa Cruz, Honda Ridgeline, and Chevrolet Colorado. I’ll stop you right there. None of these are true competitors. Yes, they all wear pickup bodies, but the pricing tells the real story.
- The Hyundai Santa Cruz Preferred AWD starts at $41,999—roughly $7,000 more than the Maverick.
- The Honda Ridgeline Sport AWD starts at $51,499—about $17,000 more.
- Even the most basic Colorado Work Truck starts at $39,099—$4,000 more.
These are midsize trucks. The Maverick is not. Ford’s own Ranger is the rightful competitor in that class.
Instead, the Maverick was built to square off against crossovers and compact SUVs. And here’s where things get really interesting. With a $35,000 starting price and a standard hybrid engine, the Maverick goes toe-to-toe with vehicles like the Kia Niro Hybrid (its only direct competitor at that entry point). Other hybrid crossovers—like the Toyota Corolla Cross or Hyundai Kona—start at least $2,000 higher.
So, Ford has pulled a sneaky, strategic move: they’ve slipped a crossover-sized pickup into the SUV market and armed it with a standard hybrid to shake things up.
Life With a Bed vs. Life With a Hatch
Here’s the question every crossover buyer should be asking: would you rather have a compact suv/crossover with a small hatch, or a vehicle with a proper 4.5-foot pickup truck bed? The Maverick’s box gives you all kinds of real-world flexibility: luggage for a family trip, sports gear, dump runs, lawn tools, even an impromptu Costco binge. Try fitting that in a Corolla Cross.
And because the Maverick still drives like a crossover, you don’t give up comfort, fuel efficiency, or daily usability. It’s the best of both worlds—if you can get past the fact that, on paper, you’re buying a truck.
And Finally: Does the 2025 Ford Maverick Makes More Sense Than Your Crossover?
I’ll admit, I wasn’t sold on the Maverick until I tested it myself. But the more I drove it, researched it, and compared it to its so-called rivals, the more I realized Ford nailed the formula. The Maverick isn’t here to steal Ranger buyers. It’s here to tempt crossover shoppers with something smarter, more practical, and in many cases, more affordable.
So, is the Maverick a real truck? Not really. But is it a clever, efficient, highly usable crossover-pickup hybrid that makes a ton of sense in the Canadian market? Absolutely. Ford got this one right—and the Maverick might just be the best crossover that isn’t one.
James Matthews is the President, General Manager and Co-Founder of LeaseBusters. James launched LeaseBusters in 1990 and is considered one of Canada’s leading experts on new vehicle leases, lease-take-overs and vehicle lease (re)marketing. James can be reached directly at jmatthews at leasebusters.com
