2025 Ford Maverick XLT Hybrid AWD Review: One Truck Solution

Modern full-size trucks are pointless for most people.

I get it, I do: for at least some prospective buyers, the capability of the modern truck is secondary to the image. And I can’t argue: in that sense, buying a truck isn’t any different from buying a sports car that will never see a track.

The difference is that bar something like a 911 GT3 RS, a sports car still works as a daily driver. Its strengths—precise control, ample power, a compact footprint—lend itself well to the grind. A half-ton pickup is a pain whenever it isn’t doing Work Stuff, with terrible sightlines, a turning circle measured in city blocks, and fuel bills longer than a CVS receipt.

That’s where the 2025 Ford Maverick makes so much sense. It offers plenty of the truck experience and capability most folks will ever need, but in a package that’s a better day-to-day companion. Ford improved its entry-level truck for this year, and out of all the different variations, I’d argue the XLT Hybrid AWD is the Goldilocks model.

As detailed in our 2025 Maverick first drive last spring, Ford’s facelifted trucklet gains a modern tech suite and tweaked styling. The hybrid model finally gains AWD, which results in a slight fuel economy penalty but clears a hurdle many would-be buyers deemed necessary. Checking that particular box also opens up the ability for the Mav hybrid to tow the same 4,000 pounds as the EcoBoost model.

Not much has changed for the facelift, with the new L-shaped headlights being the most obvious tell. The rest of the friendly, slightly rounded shape remains: the Maverick remains one of the few modern trucks the average adult male can actually see over. Each trim has its own grille design to differentiate, and this XLT tester has the Black Appearance Package which, uh, does exactly what you’d expect. That’ll also be 19-inch wheels with a split six-spoke design instead of the standard 17s. If you want the black-out package, it’s only available with AWD.

Toyota has built a reputation for hybrids, but it was actually Ford that sold the first hybrid SUV with the 2005 Escape. Since the Mav shares its platform with the current-generation model, consider it a descendant of that trailblazer (but not the Trailblazer).

Officially the 2.5-liter engine and electric motor produce 191 horsepower. Peak torque from the gas side is 155 pound-feet; the motor makes 173 lb-ft essentially instantaneously. A 1.1-kilowatt-hour battery pack provides the juice. An electronically-controlled continuously variable transmission is not the belts-and-pulleys system of a traditional CVT, and is in fact much smoother. This setup uses a traditional driveshaft to send power to the rear axle—not a separate electric motor a la Toyota—though in most situations the Maverick will operate as a front-driver. There is no way to lock the system into AWD.

It all may sound complicated, but the result is an easy-going daily driver that sacrifices little around-town pep to the more powerful EcoBoost option. The hybrid is responsive and features a smooth hand-off between propulsion sources. Sure, it can get a little noisy when pressed, but this is meant to be pared-back truck, not a cushy luxo barge. Poke the little L button in the center of the rotary shifter and regenerative braking increases, though I found the system seldom needed it. During a week that saw the Maverick do plenty of highway runs and operate as a camera vehicle for a big green monster, it still beat the official fuel economy quotes, averaging 39.2 mpg (6.0 L/100 km).

Now that the hybrid can be optioned with the 4K tow package as this tester is, I struggle to see a reason someone would go EcoBoost beyond local availability.

Full-size trucks may be easier to drive than ever before, but there’s no getting away from it: those things are tanks. Worse really, when it comes to forward visibility. That’s another easy point for the Maverick, as its tall glasshouse and boxy shape make it a cinch to place on the road. There’s a natural weighting to the electrically-assisted power steering that makes it easy to trust the Maverick, and the brake pedal is firm and progressive.

Now I’ve has raved about the performance-focused Maverick Lobo ( so has Mike! and Greg!), but the truth is even this humble tester is satisfying to drive down some back roads. Ford has a knack for smooth, consistent suspension damping on its regular models, and the XLT stays true to this by staying firmly on the intended path no matter the mid-corner bumps. Body roll is an appropriate level for this 3,800-pound trucklet.

The Maverick won’t trick any passengers into thinking they’re in a car, but it’s not much worse than an entry-level family crossover. The biggest difference is the amount of suspension noise making its way into the cabin. Otherwise it’s a perfectly cromulent daily driver, with a smooth highway ride and an easy ability to dispatch bumps. The 19-inch wheels and low-profile tires likely add a bit of stiffness not found with the standard 17s—which I experienced on the launch event—but without a back-to-back drive it’s hard to tell.

Front-seat comfort is about what you’d expect of an affordable truck: upright and a little lacking in lateral support but otherwise comfortable for the long distances the hybrid is capable of. Surely one of the biggest selling points for the Maverick however is its excellent hip point, making entry an almost totally horizontal movement.

Pop open the short rear doors and there’s an adequate amount of space for shorter adults. I packed friends into the back for a post-concert, cross-town trip and they found it surprisingly accommodating.

These same friends also found the quality of the Maverick cabin beyond expectations. Ford has kept the truck’s interior workmanlike, but employs texture and color to lift it beyond that tired old short-cab grumbling around the local construction site. More cars should use blue plastic! Material quality is just what you’d expect: good, and less good the further away you are from common touch points.

The simple dashboard design keeps all the controls centralized, while exposed bolts give the cabin a DIY feel. On that front, buyers can still download or create their own 3D-printed accessories to slide into the Ford Integrated Tether System (FITS) slots throughout the cabin.

Every Maverick now uses the 13.2-inch touchscreen seen here, with an 8.0-inch screen ahead of the driver. The former runs SYNC 4 and is generally great to use, with customizable widgets and the ability to run (wireless) Apple CarPlay or Android Auto on only a portion of the screen. This does mean on-screen climate controls though—boo.

This XLT comes with a helpful suite of driver assists bundled as Co-Pilot 360 ($795 / $800 CAD) including blind-spot monitoring, rear cross-traffic alert, and auto high beams. Unfortunately, if buyers want full-range adaptive cruise control and a 360-degree camera they must step up to the Lariat trim. The Lariat also brings Pro Trailer Hitch Assist and Pro Trailer Backup Assist, two useful towing aids that should probably be bundled with the 4K tow package.

While it isn’t the outright value it once was, the 2025 Ford Maverick remains one of the most affordable and satisfying truck options out there for those who either rarely tow, or only tow smaller loads. With city car-rivalling fuel economy and a friendly, easy-going demeanor, not to mention the overdue addition of AWD, the Maverick is one of the most impressive new vehicles on the market, regardless of shape.

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