Ford Maverick vs Hyundai Tucson

What's the difference?

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.

The updated Hyundai Tucson Elite Hybrid N Line offers families space, features and easy-enough handling for everyday stuff and the occasional weekend adventure pursuits.

The price point is higher than the previous non-hybrid model but you get a lot of bang for your buck and my family was comfortable this week.

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.

The Hyundai Tucson has seen a minor facelift on the exterior but most of the changes are in the cabin.

The N Line pack means that you get 19-inch alloy wheels over the standard 18-inch version as well as extended body panelling instead of black plastic trims. There is N Line badging across the car too, but N Line option pack does limit you to just four exterior colour choices.

The front features new stacked LED DRLs which tie in with the fang-like design of the rear LEDs. The origami-styled panelling looks more severe than the previous model which helps it stand out in a class that’s heavy on rivals. 

The cabin features a completely reconfigured dashboard and now sports a large curved display panel that houses those upgraded tech screens and a new 6.6-inch climate control panel.

The centre console has been redesigned to look like it’s floating and now adds an extra-large storage cubby underneath it.

The upgraded interior makes the Tucson a leader for the mid-sized SUV segment and is very pleasant to spend time in.

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 cabin up front is spacious with plenty of head- and legroom on offer. You also won’t jostle for elbow room either when you have a passenger.

The seats are comfortable with their heat function but you might still get fatigue on longer trips as you only get adjustable lumbar on the drivers side and it's simple at best.

The back seat has really good space for the class and no matter the passenger, they were comfortable back there. The seats in the rear are well-padded and access to this row is good for sliding in a child seat as the door aperture is wide.

Other amenities are average with directional air-vents, a single reading light, and a fold-down armrest. My seven-year-old son found the window sills to be quite high, so he didn’t get the view he wanted.

The individual storage is excellent for the class with the redesign as you get a dedicated storage shelf in front of the front passenger and a massive cubby that easily fits a handbag underneath the mid-sized centre console.

There are two cupholders and two drink bottle holders per row but the rear storage bins are skinny. The rear row also gets map pockets but again, these are shallow.

The upgraded technology is a must have and the new multimedia system is easy to use once you spend time with it and looks great with its graphics. The system has built-in satellite navigation, over-the-air updates and wireless connectivity for Apple CarPlay and Android Auto.

Connecting the CarPlay is simple and maintains a strong connection.

Charging options are great with two USB-C ports per row and the front also gets a wireless charging pad and a 12-volt socket to choose from. The centrally located position of the charging pad is handy and the liner grippy - so no phone movement.

Rounding out the practicality is the boot, which has a wide aperture and a loading space level with 582L of capacity available with all seats in use, which is good for the class.

The back row has a 60/40 split but don’t fold flat – they sort of spring up a bit, which might annoy when you do a big Bunnings run. 

There is a 12-volt socket, a space-saver spare tyre underneath the floor and you get a powered tailgate in this model – which I always like.

There are now six variants for the Hyundai Tucson with the release of the hybrid powertrain and all six have the choice of being either a front-wheel-drive or all-wheel drive with either the petrol engine or hybrid powertrain. And every grade gets the option of adding the N Line style pack. So, there is no excuse for not getting the combo you actually want now.

The model on test is the mid-spec Elite Hybrid with the N Line option pack and its priced from $55,100 before on-road costs. That positions it towards the top end of the market but you get an SUV that's more feature-heavy than most of its rivals.

The standard equipment for the upgraded Elite Hybrid N Line now includes dual 12.3-inch technology screens, wireless Apple CarPlay and Android Auto, as well as a 6.6-inch climate control touchpad.

Other equipment includes a powered driver’s seat, heated front seats, suede/leather upholstery, dual-zone climate control, wireless charging pad, digital radio, four USB-C ports, keyless entry, push-button start, space-saver spare wheel and a powered tailgate.

The Kia Sportage SX hybrid is more affordable at $45,950 MSRP but unlike the Elite Hybrid it misses out on wireless connectivity for phone charging and phone integration apps.

The Toyota RAV4 XSE AWD is priced from $52,585 MSRP but misses out on the newer and bigger technology screens that the upgraded Elite Hybrid has.

The Nissan X-Trail Ti 4WD e-Power is the closest rival in terms of price ($55,090 MSRP) and available features.

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. 

The Elite Hybrid N Line model features a hybrid powertrain that combines an electric motor with a 1.6-litre four-cylinder turbo-petrol engine. They combine to produce 172kW of power and 367Nm of torque. Which is more than enough to make the mid-sized Tucson feel spirited.

This particular variant is AWD and uses a six-speed automatic transmission, which can over rev at times but is mostly smooth with its gear changes.

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.

The official combined cycle fuel consumption figure is a low 5.3L/100km, and my real-world usage came out at 6.0L after doing a lot of open-road driving where hybrids tend to be at their least efficient, so that is an excellent result.

The Tucson hybrid is the second best for fuel usage after the Toyota RAV4 hybrid, which sits at 4.8L/100km for combined usage. Overall, the new hybrid powertrain has proven itself to be pretty frugal. 

Based on the official combined fuel cycle and 53L fuel tank, expect a theoretical driving range of up to 981km, which is great for a family road tripper.

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.

The new hybrid powertrain offers respectable power delivery that makes the Tucson feel zippy in the city and a relaxed cruiser on the open road.

There can be some over-revving when you’re trying to get up to speed and the accelerator and brake feel touchy at first until you get used to them.

On the hybrid side of things the Elite Hybrid has regenerative braking and there are moments of pure EV mode but it kicks in seemingly when it feels like it. When it is on, there’s practically no engine noise but when it's off, the cabin still remains fairly quiet.

My family went off the paved stuff this week and hit muddy and gravel roads on our quest to find a cool picnic spot, and the Elite Hybrid impressed with how it handled the different terrains. It’s not an off-roader but you can still do mini adventures.

The Tucson is mid-sized and has a very clear reversing camera with front and rear parking sensors, so it’s not too hard to manoeuvre or park.

The real negative feedback is that on three separate occasions, our test car randomly shifted into neutral while driving and to clarify, this did not occur while trying to shift into or out of 'drive' but while on the road, already in drive.

The first time it happened, I thought I had somehow bumped the column shifter but on the other two occasions, I happened to be watching my husband drive and he didn’t touch the shifter.

This is probably just a fault on out test car and not indicative of the model in general but it wasn't fun.

FINALLY! Hyundai has listened to the people.

They have found a workaround for the annoyingly intrusive beeping alerts associated with the traffic sign recognition and speed alert tech. Yes, they still alert unless you turn them off and yes, you still have to turn the damn thing off every time you get in the car, but you not longer have to access five to six menu pages to do so. Hurrah.

The Hyundai Tucson Elite Hybrid N Line has a robust safety features list and includes equipment like blind spot monitoring, driver attention monitoring, safe exit warning, rear occupant alert, forward collision warning, LED daytime running lights, rear cross-traffic alert, lane keeping aid, traffic sign recognition, intelligent seatbelt warning, adaptive cruise control, a reversing camera, and front/rear parking sensors.

Our test model misses out on lane departure alert and the lane keeping aid is too intrusive for every day driving. It gets to the point where you wonder who is driving, you or the car.

The Hyundai Tucson has a maximum five-star ANCAP safety rating from testing done in 2021 and the hybrid variants are covered by this as well. It has seven airbags, including, the newer front centre airbag.

The Tucson has two ISOFIX child seat mounts and three top-tethers.

Auto emergency braking (AEB) is standard and features car, pedestrian, cyclist and junction assist detection which is operational from 5.0 – 80km/h (85km/h for car) but it's usual to see a higher top speed for the car detection (usually 180km/h).

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.

Hyundai offers the Tucson with a five-year/unlimited km warranty and the battery is covered by an eight-year/160,000km warranty which is pretty standard for the class now. 

You can pre-purchase servicing for up to five years and the breakdowns are as follows.

Three years or up to 30,000km for $1240 (average $413 per service).

Four years or up to 40,000km for $1700 (average $425 per service).

Five years or up to 50,000km for $2040 (average $408 per service).

The five-year pricing is comparable to its rivals and not outrageous for the class.

Servicing intervals could get annoying if you put a lot of kilometres on your car as they sit at every 12 months or 10,000km, whichever occurs first.