Ford F-350 vs Ford Maverick

What's the difference?

If you’ve got something really heavy to tow and you have the budget to do it in grand style and with minimal effort, then a Super Duty could be just what you’re looking for. Its gargantuan proportions make it impractical for daily driving in Australian city and suburban traffic, but as a heavy-duty tow vehicle, particularly for long-haul open highway work, you’ll feel like king of the road.

Vehicle supplied by Harrison F-Trucks.

Potential is the key word when it comes to the Maverick. It has loads of potential to be a sales hit in Australia, provided Ford can get it in at the right price and specification level. In many ways, for all the success the Ranger has had for the company, the Maverick is the closest thing Ford has built to the Falcon Ute since its demise.

There’s obviously no guarantees in the automotive business, but if Ford could add the Maverick as a would-be Escape replacement it clearly has the potential (there’s that word again) to do a much better job for a brand known for its adventurous models. Whereas the Escape struggled to attract attention in a crowded SUV market alongside the likes of the Mazda CX-5, Toyota RAV4 and others, that wouldn’t be the case for the Maverick.

It’s been a hit for the Blue Oval in the US, with more than 22,000 examples sold in the first three months of 2023 and the company hiring more workers to try and keep up with demand. Which will only delay any plans to bring it to Australia, as the US market clearly has priority.

Which is a shame, because it would appeal to the large number of Australians who live in urban centres but have an active lifestyle. Especially the hybrid model, which would be ideal for weekday use while allowing owners to chuck their mountain bike or surfboard in the tray and head for adventure on the weekends.

Maybe that’s an idealistic view, but the Maverick left a strong impression and would fit so neatly into Ford Australia’s line-up it would be a waste if it never made its way Down Under.

Needless to say, the MY18 F350 Super Duty 4x4 is a monster, even in this SWB specification. The massive 4059mm wheelbase is 839mm longer than a Ranger Wildtrak, which is also dwarfed by the Super Duty’s 6350mm overall length (961mm longer). The F-Series’ 2032mm width is 182mm wider than the Ranger, and its 2065mm height is 217mm taller. It's like a Ranger that's been fed heaps of fertiliser.

Underneath is the kind of heavy-metal hardware needed to justify a Super Duty badge. Ford claims its massive fully-boxed steel ladder-frame chassis is up to 24 times stiffer than the previous generation, along with improved corrosion resistance. The cargo tub is made from military-grade aluminium with the dual benefits of less weight and no rust. A tough spray-on cargo tub liner boosts dent and weather protection.

Live axles are used at both ends, suspended on huge leaf spring packs at the rear and softer-riding coils up front. Steering and four-wheel disc braking are both power-assisted, of course, and there’s a choice of trailer-towing hitches available.

As you would expect, cabin space for both front and rear occupants is palatial, with even tall adults feeling dwarfed by its enormous dimensions. Rear passenger leg and shoulder room even for tall adults is limousine-grade, although headroom is reduced (but still adequate) due to the lower roof lining surrounding the full-length sunroof.

The overall fit and finish of the dashboard, following Harrison’s local RHD conversion process, displays quality workmanship. However, some DNA from its Kentucky birthplace remains in the control screen’s software, which, for example, displays 911 Assist instead of 000, and a left-side driver’s seat icon for the massage control. We also noticed that the AM radio station display only moves in 10kHz increments without the ability to tune between them (too bad if you like talkback).

There’s also no driver’s left footrest and the parking brake pedal seems overly high, requiring the raising of your left knee above steering-wheel height to get your boot on it.

The design of the Maverick is one of its standout features, because it looks like a proper Ford truck, with elements in common with the Ranger and the F-150.

That’s despite the fact that underneath it actually has more in common with an SUV, sharing Ford’s ‘C2’ platform with the Escape and Bronco Sport.

It has the same ‘C-clamp’ lights that are a signature of the F-150 and have since found their way onto the Ranger.

It also has the same boxy design as its bigger siblings with a very upright front end and cut-off tail, giving it the ‘tough truck’ look popular amongst modern ute/pickup buyers in Australia and the US.

Other noticeable design elements include the Ranger-style grille treatment, slightly flared wheel arches and the ‘Maverick’ name stamped into the tailgate.

The Maverick is also available with exposed tow hooks as optional extras on the standard XLT, but they are included on the Tremor package, and add to the ‘rugged’ look of the Maverick.

Inside the Maverick looks less and feels like a pick-up and more like an SUV, with elements like the steering wheel and media system seemingly coming straight from the Escape.

But there are a number of small details in the interior design that impress, like the unique door designs and the texture finishes to some of the inlays on the dashboard and door pocket.

Our F-350 test vehicle with its F-250 downgrade results in a 700kg decrease in both payload and tow ratings. In other words, based on Harrison’s figures, in full F-350 specification it has a 1700kg payload capacity and 9700kg GCM, which means it can legally tow up to 4510kg of braked trailer with a full payload or up to 6210kg without. In our F-250 form it offers a 1000kg payload with 9000kg GCM, and can legally tow up to 3810kg of braked trailer with a full payload, or 4810kg without.

The huge cargo tub has a load floor length of 2080mm and width of 1700mm, with 1283mm between the wheel arches allowing ample room for a standard 1160mm-square Aussie pallet. There’s a total of eight tie-down points, overhead and internal lighting plus key fob operation of the tailgate, which houses a handy fold-out step and grab handle for easy cargo tub access.

The sumptuous cabin has plenty of storage options, including a single glovebox, and a bottle holder and two storage bins in each front door. The centre console has an open storage cubby at the front, another open storage bin and two bottle holders in the centre, a cavernous box behind that with a padded lid which doubles as a comfortable armrest, and two more bottle/cup holders at the back.

Those in the rear seat also get a fold-down centre armrest with two pop-out cup holders and each rear door has a bottle holder and two storage bins. There are also flexible storage pockets on the rear of both front seats and the 60/40-split rear seat base cushions swing up through 90 degrees and lock into position, revealing a huge full-width storage area underneath.

Again, in terms of size and use you’ll feel more like you’re in an SUV than a ute when you jump inside a Maverick. It definitely feels more like an Escape than a Ranger, even down to the basic layout of all the controls, air conditioning vents and storage spots.

But there are some unique elements, like the previously mentioned interior door trims, and there are some handy storage spots in the centre console along with a pair of cupholders.

There’s respectable space in the back for what is ultimately a small vehicle, but it could do with some extra amenities for the rear seat passengers. There’s a power outlet and some under seat storage space but no rear air con vents or cupholders. 

As for luggage space, this is where the Maverick diverges from the SUV script by adding its ute-style tray.

It’s a good sized bed, as the Americans call it, measuring 1381mm long and 1353mm wide, but with the tailgate able to be set a floor height it can accommodate eight-feet by four-feet wooden sheets (2400mm x 1200mm). Our test car came with the optional spray-in liner.

The tray features what Ford calls its ‘Flexbed’, which describes a variety of in-built functionality including pre-stamped slots in the side of the tray so you can insert timber as dividers, depending on what you want to use it for. There’s also a 12-volt outlet and 10 tie-down points to lean into its practical nature. 

It may be small in stature compared to the Ranger and F-150 but the Maverick isn’t a show pony. In the years since it arrived we’ve seen multiple examples of the Maverick being used as a working truck in the US, with plumbers and builders who don’t need a bigger model opting for the practical small ute and it’s easy to see it filling a similar role here.

The Maverick is clearly the entry-level model in Ford’s US ‘pick-up’ line-up, positioned beneath the bigger Ranger and biggest F-150.

There’s a three model line-up in the US - XL, XLT and Lariat (following the same naming protocols as its bigger siblings).

The XL is the workhorse of the range, riding on steel wheels, and begins the range at US$23,400 (approx. $36,500), while XLT starts at US$26,315 (approx. $41,100) and the more generously equipped Lariat is priced from US$34,855 (approx. $54,450).

For context, in the US, the Escape range begins at US$28,000 (approx. $43,740) and the Bronco Sport from US$31,230 (approx. $48,780), so the Maverick is one of the more affordable members of the Ford family, which is no doubt a big part of its appeal.

In terms of standard equipment on the XLT we drove, it included 17-inch alloy wheels, LED headlights, keyless entry (but not ignition), cruise control, single-zone air conditioning, a 4.2-inch instrument display and a six-speaker sound system with Bluetooth connectivity and an 8.0-inch touchscreen running Ford’s 'Sync 4' multimedia set-up.

The Tremor is a new addition to the line-up, adding some genuine off-road credentials to the XLT or Lariat in the form of a one-inch suspension lift, Ford’s 'Trail Control' drive mode system, unique off-road biased suspension and all-wheel drive with four-wheel drive lock and the 2.0-litre EcoBoost as standard.

Cosmetic upgrades include a new grille and front fender vent, blacked-out Ford logos and lights plus orange tow hooks.

The F350 Super Duty is powered by Ford’s common rail 6.7-litre Power Stroke V8 turbo diesel, which, with four valves per cylinder and variable vane turbocharger, punches out 335kW at 2800rpm and a massive 1267Nm of torque at only 1800rpm.

The SelectShift six-speed automatic transmission is also designed and built by Ford. Its triple-plate, two-stage torque converter offers full lock-up capability as low as 900rpm, and there’s a dedicated tow/haul mode which avoids unwanted shifts on climbs and provides powerful engine braking on descents.

The exhaust brake can also be manually selected. The 4x4 system is part-time dual-range, with auto-locking front hubs and shift-on-the-fly engagement.

Ford offers two engine choices in the USA - a standard 2.5-litre four-cylinder petrol-electric hybrid and a 2.0-litre four-cylinder turbo-petrol ‘EcoBoost’ option.

The hybrid powertrain makes a modest 120kW/210Nm and is only available in front-wheel drive, in an obvious nod to this ute’s shared DNA with an urban SUV. 

The EcoBoost fitted to our test car packs more punch, with 186kW/375Nm on tap and it’s paired to an all-wheel drive system via an eight-speed automatic transmission. 

Flick through a Super Duty sales brochure and you won’t find any reference to fuel economy ratings. However, for what it’s worth we crunched some figures at the end of our relatively short 200km test based on trip meter and fuel bowser readings, resulting in a reasonable 15.8L/100km.

That’s not far away from the dash read-out at 14.2, so with its big 130-litre fuel tank you could expect a driving range of around 820km.

Ford claims the Maverick Hybrid is capable of hitting a fuel economy figure of 6.3L/100km, which is a lot more efficient than its bigger ute siblings can manage and on par with consumption the Escape Hybrid manages in the US market.

The more powerful EcoBoost is obviously not quite as efficient, using 9.4L/100km on the combined urban/highway cycle. Although this turned out to be pessimistic, as we saw returns of around 9.0L/100km in our LA test drive.

You sit up nice and high in very comfortable seats, with a commanding view of surrounding traffic and the road ahead. We quickly adapted to the width and height of the Super Duty, but the major issue in city and suburban driving was its oil-tanker length, which required later turn-in on tight corners to provide kerbside clearance. We also needed to check that there was ample reversing room when choosing a space in a parking lot, to ensure we didn’t get wedged when trying to leave.

With the big turbo diesel V8’s 1267Nm of torque being tapped at only 1800rpm, it provides spirited getaways from traffic lights, and easily keeps up with normal city and suburban traffic flow with your big toe barely touching the accelerator pedal.

The ride quality without a load is quite good on smooth surfaces, with its massive 3.5 tonne kerb weight feeling like the tyres are leaving indents in the bitumen. However, over rougher roads and larger obstacles like speeds humps, it starts to bounce around more and can feel quite ponderous at times. However, this is to be expected in an empty vehicle with such high payload and tow ratings.

The steering is surprisingly direct and firm in feel. It’s also quite linear in turning weight regardless of road speed, without the more noticeable changes evident in its little brother Ranger, which is very light at parking speeds but gets noticeably firmer as speeds increase.

Braking is reasonably responsive but like other giant US pick-ups we’ve tested, you have to get them quite hot to make them really bite. That’s because their pad compounds tend to be on the hard side, given they have to cope with the high temperatures generated by heavy-duty towing.

The engine exhaust brake is surprisingly quiet and very effective at slowing the vehicle, aided by more aggressive downshifts in the six-speed auto.

As you approach the Maverick your brain tells you it’s a ute, but once you hope inside and start driving that idea quickly vanishes and you realise this is an SUV in disguise.

And that’s not a criticism, because Ford offers the Ranger and F-150 for people who do want a ute/pick-up that looks and drives like a ute/pick-up, so that’s not the role of the Maverick.

This is designed to be an urban-friendly vehicle for those who may want a ute but need something smaller and more efficient.

The EcoBoost performs admirably on the road, with decent low speed response and enough grunt when you stand on the accelerator and rev it hard. The Maverick isn’t a big vehicle, so it doesn’t need a particularly big engine to get the job done. 

The eight-speed auto is well-suited to the EcoBoost, able to get the most out of the engine when needed but also returning that strong fuel figure. 

It’s not meek, though, the Maverick EcoBoost has a standard towing capacity of 900kg but can be upgraded to pull up to 1800kg with the 'Tow Package'.

Unfortunately, the Los Angeles landscape didn’t give us a chance to test the Maverick’s off-road credentials, because it does have good on-paper capabilities.

Particularly the Tremor, which has specific drive modes for 'Normal', 'Sand', 'Mud', 'Slippery' and 'Towing', as well as the ability to switch the traction control off with the press of a button so you can let the wheels slip on loose surfaces.

But around the streets and freeways of LA it did impress with its on-road manners. The steering is nicely weighted and direct, and when paired with the compact dimensions of the Maverick it reacts and drives much more SUV-like which means it feels at home in the city.

In the US the Maverick XLT comes standard with seven airbags, a reversing camera and auto headlights as well as pre-collision assist with autonomous emergency braking.

But features such as blind-spot monitoring, lane departure warning and lane keeping assist are all optional extras.

It’s too early to even speculate, but given safety expectations are higher in Australia Ford would need to include those optional elements as standard to satisfy buyers.

Harrison F Trucks provides a four-year/130,000km warranty, which it claims is the same as the Ford warranty with standard exclusions. Harrison also provides four-year premium roadside assistance.

Scheduled servicing is 12 months/10,000km with costs ranging between $495 and $1400.

Harrison says servicing can be done at any certified service department in Australia, with direct communication with Harrison’s service manager if required for diagnostics and advice.

It’s also much too early to speculate on ownership and warranty details.

Ford hasn’t made any official commitment to bringing the Maverick to Australia but if it does it would be logical to expect it to mirror what we already expect in terms of warranty and the ownership experience.

That means five-years/unlimited kilometres of coverage and Ford’s capped price servicing plan.