When Ford introduced the Maverick in 2022, it did something revolutionary. It built a pickup truck normal people could afford. Starting at $19,995, it was not only the cheapest Ford you could buy, but also the least expensive hybrid in America. It was a sensation, largely because buying a new vehicle typically requires a trust fund or the willingness to sell a kidney.

Well, that was then.

The 2026 Maverick now starts at $28,145 for the XL, a 41% increase in just four model years. The XLT starts at $30,645, up 37%, while the Lariat commands $38,090, up 50%. That compares with a compounded rate of consumer price inflation of 20.68%, according to the Federal Reserve. Blame the tariffs associated with producing vehicles in Mexico, where the Maverick is assembled.

My 2026 Ford Maverick XLT Hybrid AWD test vehicle came to $41,600, some $2,270 more than the starting price of a considerably larger Ford F-150, assembled in the United States. Imagine that, $41,600 for the cheapest Ford pickup. No wonder Detroit is nervous about Chinese automakers.

This is particularly unfortunate because the Maverick is an honest little worker bee, a pickup that wears its Fordness without requiring a chrome-plated grille large enough to shade a football field. It doesn't have the visual bulk of a bank vault or the dimensions of a small county. And what a refreshing concept that is.

At just under 200 inches long, the Maverick is manageable in traffic, fits into ordinary parking spaces and garages, and doesn't require a spotter to back out of the driveway. Its four-door cab seats five, and its 4.5-foot bed provides 33.3 cubic feet of cargo capacity. You won't be hauling a grand piano, but lumber, bicycles, gardening supplies and the occasional refrigerator are all within its purview. Ford adds useful tie-down points and clever storage solutions, demonstrating that somebody in Dearborn actually thought about how people use pickup trucks. An optional $1,260 hard tonneau cover keeps the bed watertight.

The powertrain is where things get interesting. My truck came with Ford's 2.5-liter four-cylinder hybrid, producing a combined 191 horsepower with the assistance of an electric motor and a continuously variable transmission. It operates with a smooth, unobtrusive competence. The hybrid is particularly agreeable around town. Electric assistance provides immediate response from a stop, while the gasoline engine quietly gets on with its business. There's no theatrical explosion of horsepower, no unnecessary mechanical histrionics. Just a useful little truck that gets moving when you press the accelerator.

Fuel economy is the big attraction. The front-wheel-drive hybrid is EPA-rated at 38 mpg combined, while the all-wheel-drive version is rated at 37 mpg, although I got 39 mpg. That's remarkable for a pickup and makes the Maverick a sensible commuter as well as a useful piece of equipment. You can drive it to work all week and still have enough money left to buy gasoline for the weekend, assuming you haven't spent it all on the truck.

Buyers who regard 191 horsepower as insufficient for the transportation of garden mulch can order the optional 2.0-liter EcoBoost turbocharged four-cylinder. It produces 250 horsepower and 280 pound-feet of torque through an eight-speed automatic transmission. Front- and all-wheel-drive configurations are available, depending on trim. The EcoBoost is livelier, with considerably more muscle for acceleration and towing. Properly equipped, either powertrain can tow 4,000 pounds.

On the road, the Maverick behaves more like a compact SUV than a traditional pickup. Its unibody construction gives it a civilized ride, the steering is predictable, and its modest dimensions make it easy to maneuver. It doesn't have the rugged, agricultural feel of a truck, nor does it need to. Most Maverick owners aren't going to spend their weekends crossing the Rubicon Trail. They're more likely to be visiting Home Depot, where the greatest danger is discovering that the person in front of them has never encountered a hammer.

The EcoBoost is the choice for people who want their little pickup to behave like a considerably larger one. The hybrid, however, is the more rational choice for buyers who spend most of their time commuting and occasionally need to move something more substantial than a briefcase.

Inside, the Maverick continues its campaign against unnecessary nonsense. The dashboard is straightforward, the central touchscreen is large, and there are enough storage compartments to accommodate the debris of modern life. The materials aren't luxurious, but this isn't a Bentley. Nobody should expect hand-stitched leather and polished walnut in a truck designed to carry groceries and offspring. The rear seat is usable, although adults will find it less accommodating on extended journeys.

For 2027, Ford makes the entry-level Maverick XL strictly hybrid while making the tow package a standalone option. Additionally, the street-performance Lobo comes as two distinct models and features a standard 13.2-inch touchscreen with wireless connectivity.

The Maverick's greatest accomplishment is that it makes the pickup truck useful again without making it ridiculous. It offers respectable cargo capacity, decent towing ability, excellent hybrid fuel economy and dimensions that don't require a federal permit to operate.

But Ford has undermined its own achievement. The Maverick was supposed to be the affordable pickup, the sensible alternative to the rolling monuments to excess that dominate American roads. At more than $40,000, my XLT Hybrid AWD is no longer inexpensive. It's a small, expensive truck.

And that’s the real tragedy. The Maverick hasn't forgotten what it was designed to do. Apparently, somebody at Ford has forgotten what it was supposed to cost.

2026 Ford Maverick XLT Hybrid AWD

Base price: $41,600

Powertrain: 2.5-liter hybrid

Horsepower: 191

EPA rating (combined city/highway): 37 mpg

Fuel required: Regular, unless towing

Length/Width/Height: 199.8/72.6/68.8 inches

Ground clearance: 8.3 inches

Cargo capacity: 33.3 cubic feet

Towing capacity: 4,000 pounds

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