NICE CAR, SHAME THERES NO DIESEL
NICE CAR, SHAME THERES NO DIESEL
Remember the Ford Maverick?
Well now theres a new one.
John Henderson drove it
THE old Ford Maverick was a rebadged Nissan with primitive, part-time four-wheel drive that, at best, could be described as a so-so off-roader. Understandably, therefore, Ford stresses its new version has nothing to do with the old one.
The new Maverick is a well designed compact sports utility vehicle – like the Freelander, Honda CR-V and Toyota RAV4 – with sophisticated road-going 4WD, unibody construction and Ford engines.
Theres still a Japanese link because the mechanics were developed jointly with Mazda which uses the platform for the Tribute and makes both models in right-hand drive in Hofu, while Ford builds left hookers in Kansas.
The Maverick has traditional off-roader looks, yet a Freelander V6 is 32mm longer and 54mm taller. But the Maverick is more roomy than a Freelander five-door, partly because its wheelbase is 65mm longer, so with seats folded it takes 511 litres more luggage.
For the Press launch Ford only had the range-topping 197hp 3 litre V6 though it expects the 124hp 2 litre to sell best. Most rivals engines sit between these two at around 145hp, though the Freelanders V6 offers 177hp, while its 1.8 is only 117hp.
Curiously, Ford says diesel is not a priority and will not launch an oil-burning version until 2003, when it will also launch a 47mpg petrol-electric hybrid.
The current engines high-rev torque peaks suggest poor flexibility for an off-roader or towcar, but while the V6s torque peak is 195lb ft at 4750rpm and the 2 litres is 129lb ft at 4500rpm both manage more than half their maximums from around 1000rpm, promising reasonable pulling power.
* Extremely willing
The V6 is an extremely willing engine, with good overtaking performance, mated to a smoothly shifting four-speed automatic gearbox.
Handling is car like. Thanks to the 4WD, it turns in crisply with little roll and good steering. Normally most of the drive goes to the front but if the system mechanically detects slippage there it progressively transfers drive to the rear. You only notice this in extreme situations, like hitting mud on a bend.
Its heart is a rotary blade coupling on the front-to-rear drive shaft. This uses a hydraulic pump to generate pressure to lock a pack of clutch blades thus engaging the rear wheels. For off-road use the clutch pack can be locked, giving a 50-50 drive split.
The Maverick coped well with Fords modest off-road course, but its capabilities away from the Tarmac do have its limitations. There is no high-low box and while it has better ground clearance than a Freelander its ramp breakover angle is more shallow and it has lots of vulnerable looking suspension and exhaust hanging down.
On descents you rely totally on the ABS to slow you – not funny on clay soil in heavy rain. So, it should get you through a muddy field, but drive round rocks and avoid slopes.
Its off-road ride off is good, yet on the road it always feels firm – more sports car than saloon. It is a comfortable car, though like so many compact SUVs the drivers seat is unusually high to emulate a real off-roaders commanding position.
The interior is practical with plenty of stowage, a good boot with a flat floor extending under the folding rear seats and a wide opening tailgate with a separate lift-up glass.
The V6 has a column change but manuals are floor mounted in a redesigned centre console. The redesign, however, hasnt worked because its huge stowage bin makes reaching the handbrake awkward. All other controls are well located and the black on pale blue instruments are easily read.
* Sensibly pitched
The Mavericks pricing has been sensibly pitched. The 2 litre is £17,995, just £500 more than the Freelander 1.8S five-door, while the V6 is £20,995, nicely between the RAV4 and the cheapest Freelander V6.
The Maverick could seriously shake Freelanders position at the top of the compact SUV tree, but most rural users will think Ford has underestimated the importance of a turbodiesel.
MAVERICKDATA
Models 3 litre V6 and 2 litre Zetec.
Engines Petrol, 2967cc 24-valve V6 and 1988cc 16-valve four-cylinder.
Outputs V6 197hp @ 6000rpm, 195lb ft @ 4750rpm. Zetec 124hp @ 5300rpm, 129lb ft @ 4500rpm.
Transmission V6 four-speed auto. Zetec five-speed manual. No low ratio box.
Drive Front-biased full-time 4WD
Brakes Front disc, rear drum with ABS and electronic brake force distribution.
Unladen weight V6 1530kg. Zetec 1440kg.
Payload 444kg.
Towing capacity V6 1700kg. Zetec 1500kg.
Fuel consumption (Combined) V6 22.1mpg. Zetec 28.8mpg.
Warranty Three years, 60,000 miles.
Price V6 £20,995. Zetec £17,995.