2024 Ford Maverick

2024 was the model year Ford flipped the Maverick's standard engine from hybrid to the 2.0L EcoBoost (250 hp), demoting the hybrid to a $1,500 option at 191 hp. Both figures are modest against the truck band, which spans to full/heavy-duty outputs.

Standard EcoBoost torque is well below the truck band floor, reflecting the Maverick's unibody compact-truck positioning rather than traditional truck torque.

With EcoBoost now standard, the volume configuration is meaningfully quicker than the hybrid-standard prior generations; AWD trims and the Tremor package post low-6-second to high-5-second times.

The standard EcoBoost turbo-4 pulls strongly and revs cleanly but exhibits mild turbo lag off idle and coarser noise under load than the optional hybrid, which reviewers still single out as the smoother, quieter drivetrain of the two.

The standard EcoBoost's 8-speed automatic shifts smoothly in normal driving but can hunt or hesitate on kickdown; the optional hybrid's eCVT is unobtrusive at cruising speeds but feels sluggish under harder throttle inputs.

Even at its maximum with the optional tow package on the now-standard EcoBoost engine, the Maverick's rating sits well below mid-size and full-size truck norms, reflecting its unibody compact-truck architecture.

Payload is solid for a compact unibody truck but low against the truck normalization band, which is anchored on body-on-frame haulers; the Tremor's suspension lift and off-road tires trim capacity further.

The optional 4K Tow Package bundles an integrated trailer brake controller and stronger cooling, and Pro Trailer Backup Assist is available on upper trims — a solid core set for a compact truck, but camera-guided hitch assist and scale features seen in later model years weren't yet standard equipment.

AWD is optional across XL/XLT/Lariat (required for Tremor) but FWD remains standard on every trim including the volume XLT — no trim defaults to AWD, and the twin-clutch 'Advanced AWD' hardware that arrived with the Lobo trim wasn't yet available in 2024.

The Tremor package (available on XLT/Lariat with EcoBoost AWD) adds a 1-inch suspension lift, off-road tires, a twin-clutch locking rear differential, and skid plates for 9.4 in of ground clearance versus 8.6 in standard — genuine light-duty off-road hardware, though it lacks the low-range or dedicated crawl-control sophistication of larger off-road trucks.

Two distinct powertrains — standard EcoBoost turbo-gas and an optional full hybrid — cover mainstream commuting and efficiency needs, but there's no PHEV or EV variant, and for 2024 the electrified option is a paid upgrade rather than the standard.

For MY2024 Ford flipped the Maverick's engine lineup: the 2.0L EcoBoost turbo became the standard engine on XL/XLT/Lariat and the hybrid moved to an optional extra-cost powertrain, so the volume/base configuration's combined MPG dropped well below the outgoing hybrid-standard setup.

City MPG for the now-standard EcoBoost engine sits in the lower-middle of the compact-truck band; the optional hybrid nearly doubles it but is no longer the base configuration for 2024.

Highway MPG is a relative strength for the EcoBoost since turbo-fours narrow the gap with hybrids at steady cruising speed.

The base EcoBoost gas engine's larger 16.5-gallon tank partially offsets its lower MPG, but total range still trails the optional hybrid and sits toward the bottom of the compact-truck field.

At 26 MPG combined and typical EPA fuel-price assumptions, the standard EcoBoost costs noticeably more to run per year than the optional hybrid, which the outgoing 2023 lineup offered as standard equipment.

The standard 2.0L EcoBoost and optional hybrid both run on regular 87-octane gas with no home-charging complexity, though the EcoBoost is documented elsewhere as recommending (not requiring) premium for peak output.

NHTSA's overall rating for the 2024 Ford Maverick (SuperCrew, FWD/AWD) is 4 stars, unchanged from the 2022 model year this generation was first tested.

The 2024 Maverick did not earn an IIHS Top Safety Pick — it was rated Marginal in the updated moderate overlap front test (rear-seat dummy showed elevated risk, with the head approaching the front seatback and the lap belt riding onto the abdomen) despite Good ratings in the original moderate overlap, side, and structure/safety-cage evaluations. Front crash prevention and driver-side protection remain strong, but the marginal rear-occupant result keeps it out of the award tier.

Pre-Collision Assist with Automatic Emergency Braking, pedestrian detection, auto LED high-beams, and a rear-view camera are standard on every 2024 Maverick trim including base XL. But blind-spot monitoring, cross-traffic alert, and lane-keeping are bundled into an optional Co-Pilot360 Package on XL/XLT, and adaptive cruise with lane centering is standard only on Lariat (via the Co-Pilot360 Assist Package) — the volume XL/XLT trims lack several core items unless optioned.

IIHS front crash prevention testing for this generation rates the Maverick Superior for vehicle-to-vehicle detection and Advanced for daytime pedestrian detection, but only Basic for nighttime pedestrian detection — strong daytime performance held back by weaker night/pedestrian results.

Blind Spot Information System with cross-traffic alert is standard on Lariat but only available on XL/XLT as part of the optional Co-Pilot360 Package — alert-based, without active steering intervention, and not standard on the highest-volume trims.

Basic lane-keeping (lane departure warning + lane-keeping aid) is bundled into the optional Co-Pilot360 Package on XL/XLT; true lane-centering only arrives with the Co-Pilot360 Assist Package standard on Lariat. Functional but unremarkable per owner feedback, and not standard across the range.

Adaptive Cruise Control with Stop-and-Go and Lane Centering is standard on Lariat via the Co-Pilot360 Assist Package but is not available at all on the base XL or volume XLT trim in most configurations — a real gap versus rivals offering ACC across the range.

Ford's BlueCruise hands-free system was not offered on the Maverick for MY2024 — it was limited to the Mustang Mach-E, F-150, F-150 Lightning, Explorer, and Expedition. No hands-free driving option exists on any 2024 Maverick trim.

IIHS rates the 2024 Maverick's headlights Acceptable — good on the straightaway, only fair on curves and the right side, falling short of a Good rating on any trim.

Owner feedback describes generally decent outward sightlines for the compact SuperCrew cab, with a standard rear-view camera on every trim and an available 360-degree camera on upper trims that helps compensate for blind zones; no major visibility complaints found specific to MY2024.

Lower LATCH anchors are partially exposed and easy to find, but the top tether anchors sit behind the seatback and are difficult to access, earning a failing grade for forward-facing convertible-seat installs in independent testing; the compact crew-cab's tight rear legroom also complicates rear-facing installs. Compounding this for MY2024 specifically, NHTSA recall 24V778000 covers certain 2024 Mavericks where the second-row child-seat tether anchors may not properly secure a car seat due to incomplete thread engagement.

The 2024 Maverick is offered exclusively as a 4-door SuperCrew cab with a 60/40 rear bench; no reduced-capacity configuration exists across XL, XLT, or Lariat trims.

Mid-pack front headroom for the truck band, unchanged across the first-generation Maverick's run (2022-2024) before the 2025 mid-cycle refresh.

Front legroom sits mid-band for trucks. Ford's own spec sheet and most dealer aggregator sites list 42.8 in; a smaller cluster of third-party databases (TrueDelta, CarBuzz) report 40.8 in using an alternate measurement convention.

Rear headroom is competitive for a compact truck thanks to the SuperCrew cab's boxy roofline, and this figure is consistent across every source checked.

Rear legroom trails larger crew-cab trucks by a wide margin, a known compromise of the Maverick's compact unibody platform; hybrid models lose roughly an inch to battery packaging under the rear seat.

The Maverick offers only one bed length, and it is the shortest in the segment — a deliberate tradeoff for its compact unibody footprint and easy garage fit.

Bed volume is at the low end of the truck band, consistent with the short bed; FLEXBED slots and accessories partially offset raw capacity.

The FLEXBED's molded 2x4 slots, two hidden 12V bed power outlets, an available 110V bed outlet, and rear under-seat storage bins are class-standard clever-storage touches, though not class-leading like a frunk or giga-console.

Reviewers describe the front seats as firmly padded and supportive over long trips, though hard plastic door panels intrude on knee room and the upright rear seatback grows uncomfortable on long drives with tight rear legroom.

Reviewers call the ride firm and agreeable on smooth roads but note a persistent choppiness over broken pavement — composed for a small unibody pickup but not class-leading.

Noise isolation is a recurring weak point — reviewers note a loud drivetrain noise from beneath the rear floor plus combined engine and wind noise that becomes intrusive at highway speed.

Heated front seats and a heated steering wheel are Lariat-trim exclusives, and ventilated seats are not offered at all on any 2024 trim — comfort equipment is thin outside the top trim.

For 2024 Ford made the 2.0L EcoBoost the standard engine (hybrid became a $1,500 option except on Lariat), but entry XL pricing stayed among the lowest of any new truck sold in the US.

XLT is the volume trim, adding 17-inch wheels and upgraded interior trim over XL for a modest premium; still well under compact-truck-segment norms.

With EcoBoost gas now standard for 2024 rather than the hybrid, brake wear and maintenance intervals track a conventional small turbo-four rather than a hybrid's regenerative-braking advantage, but overall costs still land favorably versus the compact-truck segment.

The 2024 Maverick won KBB's Best Resale Value Award for its class (third year running) at 54% retention, well above the ~42.4% average for all 2024 model-year vehicles — but the compact-truck normalization band (50-75%) is anchored to the segment's best-in-class retainers, so this lands in the lower part of the truck band.

Standard Ford bumper-to-bumper coverage — shortest in the truck normalization band, matching every other Ford in the dataset.

Core powertrain coverage is the Ford-standard 5-year/60,000-mile term — the bottom of the truck band — with the optional hybrid's battery/motor components covered for an extended 8 years/100,000 miles.

No factory-included scheduled maintenance plan; buyers get standard 5-year/60,000-mile Ford Roadside Assistance and 42,000 FordPass Rewards points at purchase (enough to help cover roughly the first three service visits), but there is no multi-year free-maintenance program like some rivals offer.

$27,910 volume-trim price minus its estimated resale value after 5 years (54% retained, or about $15,071) leaves about $12,839 in depreciation. Add the projected $4,600 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $17,439 in total.

Consumer Reports rated the 2024 Maverick's standard hybrid powertrain 'average' predicted reliability while the optional EcoBoost gas model scored 'above average' for the model year; J.D. Power's initial-quality data for the generation was solid but not segment-leading (Hyundai Santa Cruz outscored it in the 2024 IQS).

Ford placed in the bottom half of both major dependability studies for the 2024 model year — improving slightly year over year but still trailing the mid-pack, consistent with a brand still working through electrical/infotainment-driven complaints across its lineup.

The 2024 Maverick has been subject to an above-typical number of NHTSA recalls for the generation, including a hybrid powertrain control module software fix that could cause an unexpected shift to neutral and loss of drive power, a block-heater fire-risk advisory, exterior lighting fixes, and front lower control arm ball joint inspections — more than a clean-record truck, though nothing at mass-fire-recall scale.

The standard 2.5L Atkinson-cycle hybrid and eCVT are a carryover of Ford's long-running Escape/Fusion Hybrid drivetrain family with no systemic durability red flags to date; the optional 2.0L EcoBoost turbo, shared with Escape/Bronco Sport, is a newer application to this truck with a shorter and more mixed long-term track record.

Reviewers consistently describe the 2024 Maverick's hard plastics as purposeful rather than cheap — unique textures and colors dress up a budget-truck interior that leans on function (washable flooring, FLEXBED tricks) over softness, competitive for its price point but not upscale.

No widespread panel-gap, rattle, or assembly complaints surfaced for the 2024 model year, and press reviews describe solid, unremarkable build quality; J.D. Power's 2024 initial quality survey placed the Maverick behind segment rival Hyundai Santa Cruz, indicating competitive but not class-leading initial quality.

Ford operates one of the largest dealer and service networks in the US (roughly 3,000 franchised dealers), giving Maverick owners broad nationwide access to service and parts.

The Maverick shares its platform and many drivetrain/electrical components with the high-volume Escape and Bronco Sport, supporting wide OEM and aftermarket parts availability; RepairPal-compiled repair estimates for the Maverick run at or below typical compact-vehicle averages.

Every 2024 Maverick trim (XL, XLT, Lariat) uses the same 8.0-inch SYNC 3 touchscreen; the larger 13.2-inch SYNC 4 unit only arrives with the 2025 model-year update, so 2024 sits at the bottom of the truck segment's screen-size range.

SYNC 3 is simple and reasonably responsive on its small 8-inch display, but it is a generation behind the SYNC 4 system rivals and Ford's own 2025+ Maverick offer, with a more dated menu structure and no larger-screen option.

No 2024 Maverick trim offers wireless Apple CarPlay or Android Auto — every SYNC 3-equipped model requires a wired USB connection for phone projection; wireless support is a 2025-model-year addition.

SYNC 3's voice recognition is functional for calls/media, and embedded touchscreen navigation with SiriusXM Traffic/Travel Link is standard on Lariat, but XL and XLT (the volume trims) lack native nav entirely and rely on phone-projected maps.

Base six-speaker audio on XL/XLT is adequate but unremarkable, while Lariat adds a genuine 8-speaker Bang & Olufsen system with a subwoofer — a real premium option, though gated to the top trim only.

The 2024 Maverick retains analog gauges paired with a small trip-computer LCD — 4.2 inches on XL/XLT, 6.5 inches on Lariat — rather than a true configurable full-digital cluster, well short of the fully digital display later Mavericks and segment leaders offer.

SYNC 3 in the 2024 Maverick supports infotainment/map-level OTA updates, but not the whole-vehicle module updates enabled by SYNC 4/4A on later Ford models — other systems still require a dealer FDRS session.

FordPass Connect provides remote lock/unlock, locate, and vehicle-status functions across the lineup, but remote start is withheld from XL/XLT and standard only on Lariat, keeping the full remote-function set from being universal.

Two smart-charging USB ports and a 400W cab/bed inverter are standard, but a wireless charging pad is standard only on Lariat — adequate power provisioning without it being abundant across the whole lineup.

The XLT, the volume trim, uses a traditional key-turn ignition with only basic remote keyless entry (fob lock/unlock) — no proximity sensing or push-button start, which are exclusive to Lariat.

A rear-view camera is standard fleet-wide and Lariat's Co-Pilot360 Assist package adds rear parking sensors, but no 360-degree surround camera is offered on any 2024 trim — that feature is new for the 2025 Lariat.

No factory head-up display is offered on any 2024 Maverick trim; Ford reserves HUD for larger models such as Expedition, Explorer, F-150, Escape, and Mustang Mach-E. Only aftermarket plug-in HUD units exist for the Maverick.

SuperCrew-only body gives two complete LATCH lower-anchor sets plus a center tether and a flip-up rear bench for hidden storage, but IIHS scored LATCH ease of use only 'Acceptable' — anchors are workable, not class-leading, for bulkier convertible seats.

Ford Co-Pilot360 Assist — including automatic emergency braking, blind-spot information (BLIS), lane-keeping, and a rearview camera — became standard across XL/XLT/Lariat for 2024 (previously optional on lower trims), a genuine family-safety upgrade, but the IIHS moderate-overlap front result is only 'Marginal' due to rear-occupant injury-measure risk.

35.9 in rear legroom and 39.6 in rear headroom are workable for short-to-medium family trips but tight for taller passengers on long hauls, and cargo is bed-only with no covered/lockable trunk, so gear and luggage don't have a separate weatherproof home on road trips.

Unibody Escape/Bronco Sport-derived platform gives car-like low-speed manners and a compact footprint that's easier to live with in traffic than a body-on-frame compact/mid-size truck; the standard 2.0L EcoBoost with 8-speed automatic is smooth, though the optional hybrid CVT is the more relaxed daily-driving powertrain.

The optional 2.5L hybrid still delivers a best-in-class 37 mpg combined (42 city/33 hwy, FWD) rivaling compact crossovers, but for 2024 Ford made the 2.0L EcoBoost the standard engine (23/30/26 mpg FWD) and moved the hybrid to a $1,500 option amid production constraints, so the as-delivered base vehicle is meaningfully thirstier than in years when hybrid was standard.

At roughly 200 in overall length the Maverick remains the smallest pickup sold in the US, making it easy to park and thread through the city; a standard rearview camera and, for 2024, standard BLIS blind-spot monitoring further help in tight urban settings.

Standard tow rating is only 2,000 lbs, rising to 4,000 lbs with the 2.0L EcoBoost plus the optional trailering package, while the hybrid tops out at 2,000 lbs; payload runs up to 1,500 lbs FWD gas but drops to around 1,200 lbs on an AWD Tremor — well below mid-size rivals (Ranger/Tacoma/Frontier at 6,000-7,000+ lbs tow), so it covers light duty but not serious work loads.

Built on Ford's C2 unibody platform shared with the Escape/Bronco Sport rather than a body-on-frame work-truck chassis, so it lacks the fleet-proven heavy-duty reputation of traditional compact/mid-size trucks even though the EcoBoost and hybrid powertrains themselves are well-proven from Ford's crossover lineup.

The FLEXBED system brings 6 standard tie-downs (up to 10 available), DIY-friendly slots for 2x4/2x6 dividers and organizers, a multi-position tailgate, and an available 400-watt 110V bed outlet — a genuinely rich, work-friendly feature set for a bed this small, though the outlet is an option rather than standard across all 2024 trims.

The optional hybrid's strong economy stretches range between fuel stops and, for 2024, standard Co-Pilot360 Assist (adaptive front crash prevention, lane-keeping) reduces highway fatigue fleet-wide, but rear-seat space stays tight for multi-hour trips and the ride is competent rather than plush.

The Tremor package (roughly 9.4 in ground clearance, ~30-degree approach angle, locking rear differential, twin-clutch AWD) gives genuine light-duty trail capability, and 2024 adds a lower-cost FX4 Off-Road package (8.6 in ground clearance, tow hooks, skid plates, HD fan/radiator, Mud/Ruts and Sand drive modes) that broadens gravel-road/adventure access at a friendlier price point.

The open 4.5-ft FLEXBED (33.3 cu ft bed volume) with tie-downs, DIY dividers, and an available bed extender handles bikes, coolers, and building materials well, but the bed is shorter than mid-size truck beds and there's no covered cargo area for weatherproof gear storage.

Unibody construction (shared with Escape/Bronco Sport) gives the Maverick notably more car-like composure than body-on-frame rivals — reviewers cite quick steering response and good body control, with only moderate body roll in corners.

Steering is accurate and well-weighted but numb — precise enough for daily use without real road feedback.

Adequate, unremarkable stopping power for the segment with a firm, predictable pedal; no notable fade or brake complaints in reviews, but not a class-leading stopper.

2.0L EcoBoost turbo-four (250 hp/277 lb-ft, 8-speed auto) delivers smooth, responsive around-town power with minor turbo lag; the 191-hp hybrid (2.5L Atkinson I4 + eCVT) is smooth at low speed but the CVT flares under hard acceleration.

Both powertrains are inoffensive at cruise but audible under load — the hybrid's Atkinson four/CVT drones noticeably during hard acceleration, and the turbo-four is coarse when revved.

Ford's official technical specifications list a 40 ft curb-to-curb turning circle across FWD, AWD, gas, and hybrid Maverick configurations for the 2024 model year — a tight figure that aids urban/parking maneuverability.

Car-like seating height and cabin layout (derived from the Escape/Bronco Sport platform) give easy ingress/egress and good sightlines versus body-on-frame trucks, with straightforward control placement.

Pleasant and easy to drive with genuine practicality appeal, but reviewers stop short of calling it exciting — 'not particularly exciting to drive' despite being more engaging than typical trucks.

The 2024 XL starts at $23,920 with an 8-in touchscreen, CarPlay/Android Auto, 4G Wi-Fi hotspot, pre-collision assist with automatic emergency braking, cruise control, and the FLEXBED system standard — generous for the price, though the touchscreen and digital cluster are smaller than what arrived with the 2025 refresh.

A unibody compact truck starting under $24,000 with a standard 42-mpg-class hybrid and real towing/payload capability undercuts every other new truck on sale, and the Tremor off-road package adds genuine 4x4 capability for a fraction of a mid-size truck's off-road-package price.

Three core trims (XL, XLT, Lariat) span work-grade to well-equipped, and the Tremor off-road package (available on XLT/Lariat with the 2.0L EcoBoost AWD) adds a capability option, but the range is narrower than what arrived later — no standalone street-performance trim, and Tremor is a package rather than its own trim.

The Maverick was America's best-selling compact truck by a wide margin in 2024, with full-year US sales up roughly 39% year-over-year to around 131,000 units versus the Hyundai Santa Cruz's roughly 32,000 — a dominant, fast-growing segment lead.

Ford's truck heritage carries through the F-150 halo, and by 2024 the Maverick had already built a strong, distinct following as an affordable do-it-all pickup, though it lacks the aspirational cachet of a full-size truck or an EV pickup.

Demand outstripped supply for most of 2024, keeping incentives thin — a regional $1,000 cash offer in California, a $1,000-$3,400 model-year transition credit for unfilled 2023 orders, and modest December lease deals in select markets, with the Tremor package excluded from any offers.

The current generation launched for 2022, so 2024 is the third model year on the same platform and styling with no major refresh yet (that came for 2025) — still current and well within its design cycle, but not cutting-edge.

The 2024 Maverick was named to Car and Driver's 10Best Trucks and SUVs for 2024 — one of only two trucks selected that year — continuing a string of 10Best wins that began in 2023, and reviewers consistently praised its value, efficiency, and versatility relative to compact and mid-size rivals.