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2022 Ford Maverick impresses with capability and comfort

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Time for a little truck history. The Ford Courier was a compact truck that sprang up in the 1970s following a partnership between Ford and Mazda. Compact trucks seemed to be everywhere in Southern California in the ’80s. Maybe where you grew up too. I learned to drive in one.

Of course, a bigger is better mentality in terms of trucks and profit margins eventually pushed out pint-size pickups and paved the way for midsize trucks alongside a growing lineup of full-size models. Pickup size and prices continued to grow leaving both fleets and consumers longing for a smaller truck that would get the job done without breaking the bank.

Enter the 2022 Ford Maverick. The model name once reserved for Ford’s compact sedan of the ’70s was brought back for their compact pickup. It’s a good name since the Maverick is an unorthodox pickup that’s not only fun to drive, it’s also an impressive workhorse.

Maverick Exterior Towing BackWhen equipped with Ford’s 2.0-liter EcoBoost, Maverick can tow up to 4,000 lbs. The hybrid is rated at 2,000 lbs. towing.Tom QuimbyKnowing where to start when reviewing it is a little tricky. It’s an unusual pickup in a lot of ways: it’s a sporty workhorse with broad appeal from old timers to first-time car owners; hybrid comes standard; unusual unibody construction (a first for a Ford truck); available all-wheel drive; a versatile bed; and of course, we’re talking about the resurrection of the compact pickup, which may seem a little odd since bigger trucks with more power seem to get all the love.

But then again, things change. Dad’s 1975 Cadillac El Dorado with a monster 500-cubic-inch V8 was eventually sidelined by GM for a smaller and more nimble model, which wasn’t such a chore to park and could pass up gas stations without wheezing and begging for fuel.

Now, I’m not saying that compact pickups are signaling the demise of big pickups. I think they’re far too popular than that. What it looks like here is that the pickup market is strong enough to support a return to compact and capable trucks at an affordable entry point, especially the Maverick. The timing also couldn’t be much better for a fuel-sipping pickup as gas prices keep soaring.

Impressive power while maxing out the Maverick

The Maverick that Ford had delivered to us in Panama City, Florida was a Lariat First Edition with a 2.0-liter EcoBoost. The hybrid version was not available. Admittedly, I was disappointed at first, but in the end, I was absolutely fine with the non-hybrid version since it provided the opportunity to do some towing with the 16-foot flatbed. I couldn’t have done that with the hybrid since the weight of the flatbed alone would have nearly maxed out towing.

Plus, the 2.0-liter EcoBoost delivers 250 horsepower and 277 pound-feet of torque versus the hybrid, which comes in considerably less at 191 horsepower and 155 pound-feet of torque. That’s a big difference, especially if you’re used to a strong truck that can move out fast and easily tow beyond its curb weight, which the hybrid cannot.

On that point, the hybrid version with a curb weight of 3,674 pounds maxes out at 2,000 pounds towing. The lighter non-hybrid with a curb weight of 3,563 pounds has a max towing of 4,000 pounds or double that of the hybrid.

I understand that max towing in a small truck like the Maverick sounds a little sketchy at first. You can’t help but think of the tail wagging the dog. Except in this case, the tail was a tandem-axle flatbed loaded down with a Kubota RTV-X1140, which brought the entire load to just shy of 4,000 pounds.

Maverick Towing Bayou RoadAfter hooking up the flatbed and loading up the Kubota RTV X1140, I selected tow/haul mode and hit the road. Maverick easily handled the 4,000 lb. load as fuel economy dropped from 25 mpg to around 11 according to Maverick’s numbers. That’s still double-digit results while maxing out on towing. Impressed!Tom QuimbyWhen first hooking up the trailer, I expected the back end of the truck to drop substantially under the load. It didn’t. The bed sank about a half inch or so, and that wasn’t for lack of tongue weight.

After plugging in the trailer harness, the truck detected the trailer, but it did not suggest tow/haul mode. Not a deal breaker, just an observation. Bottom line, Maverick handled the load impressively on dirt, on city roads and on highway.

The big test would be the highway. In brisk traffic, Maverick got up to speed fast – in this case 65 mph – and held it well in cruise control while towing the Kubota.

Braking at a few red lights along the way came easily. The truck maintained control of the large load while having to drop down quickly from highway speeds to a standstill.

After stopping to fuel up – not exactly my favorite thing to do while towing – it was easy driving around another set of pumps and some trucks to exit the busy station. That’s one of the benefits of using a smaller truck. It’s more nimble in tight spaces. More on that later.

The downside of tow mode is that the engine runs at higher RPMs, which eats into fuel economy. Per Maverick’s numbers, 25 MPG combined dropped fast to 11 MPG. Still, that’s double-digit fuel economy while towing at max load.

Though Maverick’s max towing can’t come close to a half-ton – in a lot of cases, it won’t need to. There are plenty of commercial pickups that don’t tow that often, or when they do, they won’t require max towing. Parts runners and pest control come to mind.

As far as payload, the Maverick’s small 4.5-foot-long bed can act like a big boy, thanks to an adjustable tailgate. Just lower the gate and reposition the cables to keep the tailgate at an angle, which serves to prop up 4-foot by 8-foot sheets of plywood.

I used the bed to haul 50-pound bags of fertilizer, tomato cages and some buckets (growing tomato plants in buckets eliminates the nematode threat so prevalent in Florida’s sandy soil). The tonneau cover keeps the rain off and can be folded forward and secured for bigger loads. The spray-in bed liner offers additional protection.

I like the adjustable cleats in the bed rails. I slid one down to tie off the cages before hitting the road from my local home improvement store. More tie-down points can be accessed along the bed floor and walls. With 10 tie-down points, there’s no reason not to have a secure load.

Payload is rated at 1,500 pounds. I can’t say that I loaded the bed down completely to reach that weight, but I did work it enough to appreciate its capability.

Yes, we’re seeing QR codes just about everywhere, and that includes Maverick’s truck bed. Just scan it to see ideas for framing out the bed, which comes easy thanks to notches for both 2x4s and 2x6s.

What I don’t like about the bed is that the tailgate is not dampened. For the $35,000 Lariat First Edition, you really shouldn’t be subjected to tailgate slam. It sounds like an old truck when it drops down and cheapens the experience. Hopefully they’ll dampen the tailgate next year.

Life inside the Maverick

The Maverick’s cab is unlike any other pickup I’ve seen. A lot of thought went into creatively utilizing a smaller cab and providing a next-level pickup experience on such a small budget.

It doesn’t feel cheap. It feels practical, well thought-out, even a little sophisticated. This is the Lariat trim level after all.

Desert brown trim works well inside along with ActiveX Seating, which looks and feels like leather but offers the durability of a synthetic.

The 8-inch center stack touchscreen is perched prominently on the dash and offers quick access to mapping, sound and connectivity management including the Alexa-supported Ford Sync 3 infotainment system that comes with Lariat.

Maverick Front SeatHop in and go! Don’t mind the dirt. Maverick muscled up and went to work during its recent stay in Panama City, Fla. The Maverick Lariat First Edition with Ford Co-Pilot360 and 500A equipment package stickers at $35,800. Desert brown trim with ActiveX seats shown here.Tom QuimbyThe eight-speaker B&O sound system delivers some of the best audio quality I’ve heard in a pickup regardless of size. A discreetly mounted subwoofer and amp behind the rear seat once again speaks to the clever use of space.

On that note, storage opportunities are found nearly everywhere in the little truck. Sectioned space under the rear seat is the most impressive followed by the center console, small cubbies in and below the dash and well-designed door pockets that allow for tall, skinny water bottles.

When driving with family, it felt cozy not cramped so long as the occupant in the right front seat was nice enough to inch forward for a growing sibling in the back.

The optional moonroof and standard sliding rear window help open up the cab a little more and make it feel a little less crowded on those days when the family piles in.

The truck’s unibody design and independent rear suspension make for a smooth, fun ride. It’s the kind of pickup that you’re happy to slip into and just drive without fretting over the need for battleship-like clearance that comes with larger trucks.

Of the five drive modes that Maverik offers, sport is by far my favorite. The eight-speed transmission becomes more eager to put those 250 horses to work. Even with all-wheel-drive, I got a little bark out of the tires when I floored it on asphalt. True, it’s a compact truck and it doesn’t take much to launch it — and, man, is it fun. While I can’t speak to the hybrid’s capabilities, the 2.0-liter EcoBoost in Maverick is exciting to drive, and I didn’t expect that. Ripping out doughnuts while off-roading cranked up my respect for this little dynamo even more.

Maverick’s off-road performance gets even better with an upgrade to the FX4 Off-Road package, which comes with sand and mud & ruts modes. Even without the FX4 package, Maverick Lariat easily handled the bumps and dips in our off-road course.

Checking a lot of boxes

Maverick Back Seat StorageMore storage under the rear seat. Notice dual USB charge ports and conventional 12-volt round plug to keep devices juiced up.Tom QuimbyTruck needs often revolve around towing and payload capacities. If we do any serious towing around here, we’ll opt for one of our full-size trucks, but the 2.0-liter Maverick still proved impressive while towing around a 4,000-pound big boy flatbed.

I didn’t expect either myself or my kids to be won over so quickly by Maverick. We’re used to full-size trucks that offer plenty of power and creature comforts. The Maverick Lariat does that on a smaller scale, which brings me to my next point: accessibility.

I’ll often use a golf cart to get around on the property since it’s easier to drive around the trees. With the Maverick, I didn’t hesitate to weave in out of the orchard and deliver a load of supplies to the garden. I wouldn’t do that with my full-size truck.

Another nice surprise was Ford Co-Pilot 360. I’m still getting accustomed to autonomous driving features, and Ford makes it easy. The system kept the truck within its lane and worked the throttle and brake when needed to keep a safe following distance in traffic. Just keep both hands on the wheel; otherwise, the system will disengage.

Safety features today are tantamount, especially for fleets that can be hit with nuclear verdicts following devastating accidents. To help keep safety a priority, Maverick comes standard with pre-collision assist with automated emergency braking and a rearview camera to keep a close eye on life behind the truck. Headlights feature auto on/off and auto high beam. A tire-pressure monitoring system keeps a close eye on tire pressure. 

Maverick is a newcomer and as such we’ll have to see how durability plays out. In the meantime, we’re impressed with the capability and comfort this compact has to offer. 

Maverick GardenMaverick’s compact size makes it easy to drive through the orchard to the garden.Tom Quimby

Maverick Beach

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Cat’s Next Generation 255 and 265 Get More Power, Lift Height

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Caterpillar is bidding farewell to its 259D3, 279D3 and 289D3 compact track loaders with the introduction of its new, next-generation 255 and 266 models.

The completely redesigned models debuted at media and customer events at Caterpillar’s Edwards, Illinois, Demonstration and Learning Center last week. The 255 and 265 offer improved engine performance, more lift height, a roomier cab and more standard technology than their predecessors.

“We kept the DNA of the D3 series while reimagining the possibilities of loader performance using voice of customer feedback to lead the way,” says Trevor Chase, product application specialist for Caterpillar. “Both next-generation models leverage the many benefits offered by the vertical lift design. The new Cat 255 replaces the 259D3, while the 265 replaces both the 279D3 and 289D3 machines.”

The CTLs are the last of Cat’s building and construction products to get the next-generation treatment and simplified nomenclature. The first number (2) represents the skid steer loader and compact track loader machine family; the middle number (5 or 6) designates the machine size; and the ending number (5) is the compact track loader identifier. Skid steers will be identified by a 0 end number. Additional new models will roll out in the coming months, the company says.

Caterpillar 265 compact track loader carrying a blockCaterpillarMore power and torque

Cat equipped the 255 with a C2.8T engine and the 265 with a C2.8TA engine, both at 74 horsepower. This gives the new machines a significant boost in torque – 13% for the 255 and 43% for the 256 – over their D3-Series predecessors. The engine and cooling package are mounted lower in the frame for added visibility out the rear window and stability while lifting heavy loads.

Customers attest that the added lift height makes truck loading easier. The 255 offers 10 feet 4 inches of lift height, while the 265 can reach 11 feet high.

“The lift height has made a big difference when loading trucks,” said Derrick Roger, owner of Coast to Coast Lawnscapes, who spent several months testing the 255. “You can get on top of that truck now and empty the bucket; whereas, before you would have to shake the bucket to try to get the material to fall out.”

The 255 delivers 36% more tilt breakout, 26% higher lift breakout force and a 24% increase in rated operating capacity (ROC). The 265 also delivers 19% higher tilt breakout force and 22% higher lift breakout force.

Standard hydraulic pressure has been increased to 3,500 psi, allowing the 255 and 265 to operate all Cat Smart Attachments with the standard auxiliary hydraulics provided.

If demanding attachments require additional hydraulic flow, customers can have their Cat dealer activate the high flow functionality on the machine or remotely via software update. This makes it possible for the CTLs to hit 30 gallons per minute of flow at the standard system pressure.

A High Flow XPS factory option increases auxiliary hydraulic system pressure to 4,061 psi for both models, while also increasing the hydraulic flow to 30 gallons per minute for the 255 and 34 gallons per minute for the 265.

The torsion suspension undercarriage delivers better operator comfort, track wear and material retention, plus the stiffer design results in smoother graded surfaces, Cat says. A new 12.6-inch bar-tread narrow track option is available on the 255.

A more spacious cab

Cat says it has increased the cab width by 2.75 inches without making the machines wider and the footwell-to-ceiling height by 1.8 inches. The larger cab gives operators an additional 1.5 inches of hip room and 1.1 inches more width between the joysticks.

A range of new mechanical and air-ride suspension seat options are available, including a ventilated and heated seat. A new automatic temperature control allows operators to set a specific temperature. Relocated vents help cool or heat the machine quickly.

The standard package includes the same 5-inch LCD monitor as the D3 Series CTLs, which offers Bluetooth connectivity and functionality for the rearview camera feed, creep, job clock, and maintenance reminders.

Customers can upgrade to a new 8-inch advanced touchscreen monitor, like the display found in Cat’s next-generation mini excavators and small loaders. It delivers advanced radio control and supports the 270-degree multicamera option. The advanced monitor pairs with the advanced joysticks for integrated control of all machine functions and adjustments.

“You can adjust the movement – or the aggressiveness or the conservativeness – of how your tracks and lift arms work through your advanced touchscreen display,” Dante Thomas, skid steer and CTL marketing manager, said. “And you can control of all of your display functions from the advanced joysticks. There are buttons with enter and select functions on those joysticks that you’re able to change any functionality that is possible.”

Cat also redesigned the entry, making the 255 and 265 easier to enter and exit. The cab door can be opened even when the lift arms are not fully lowered to the frame stops. It can be removed without tools in less than one minute.

Advanced technologies

Calling the 255 and 265 “one of the most attachment-friendly machines on the market,” Thomas says both the standard and advanced monitors can run Cat Smart Attachments, such as the dozer and grader blades and backhoe.

“It has attachment recognition that when you plug the attachment into the machine, it recognizes which attachment is connected. It adjusts your joystick pattern, so it gives you intuitive and simple control,” says Thomas.

The available Cat Product Link Elite system tracks machine hours, location, asset utilization, provides fault code details and delivers advanced monitoring and machine health, that is remotely accessible via VisionLink. In addition, Product Link Elite provides remote flash and troubleshooting capabilities and quickly enables the remote activation of the SEA High Flow feature.

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Quick Data: 2023 Top-Selling Wheel Loaders and Auction Trends

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Quick Data is a snapshot of new and used wheel loader sales trends from Randall Reilly’s EDA equipment financing data, TopBid auction price service and EquipmentWatch market trend reports.

Demand for wheel loaders has softened with new and used financed wheel loader sales down year-over-year from August 1, 2022 to July 31, 2023 according to Randall Reilly’s EDA equipment financing data.

Financed new wheel loader sales dropped 10%, while used financed wheel loader sales fell by 15% compared to the same period last year.

Cat (22.4%), Deere (21.0%) and Komatsu (12.4%) held their positions year-over-year as the top three sellers of new financed wheel loaders. Top models sold included the Deere 544 P-Tier (401), Deere 624 P-Tier (380) and the Komatsu WA270-8 (364).

[Watch: “A Really Solid Machine” – Test Run of Komatsu’s WA475-10 Wheel Loader]

Cat (28.5%) and Deere (22.9%) also snagged the No. 1 and 2 positions for the highest number of financed used units sold, with Case (14.7%) claiming the third spot. On the date we examined the data, the top-selling models were the Case 321F (340), Cat 926M (164) and the Case 621G (159). 

During this period, there were more buyers of new loaders in Florida (955) than in any other state. Buyers of new wheel loaders were also prevalent in Texas (893) and Illinois (665). Those states were also top buyers of used financed machines, with 712 units sold in Texas, 413 in Florida, and 412 in Illinois.

EDA data is compiled from state UCC-1 filings on financed construction equipment. EDA continually updates this data as information comes in from each state.

[Related Content: A Rundown of the Latest Wheel Loaders for 2023]

Used Wheel Loader Market

Used wheel loader prices rose 10.1% for the 12-month period from August 1, 2022 to July 31, 2023, according to Randall Reilly’s EquipmentWatch market trend data.

The average price for a used wheel loader was $137,465 in July 2022 compared to $151,367 in July 2023. The average age of used wheel loaders fell slightly during the period, dropping from 8.8 years to 8.3 years.

EquipmentWatch Used wheel loader price and age chartEquipmentWatchThe average age and price were calculated on 153,356 resale listings during the period in the EquipmentWatch database.

Over the last 12 months, prices for used wheel loaders have in general increased, with the largest gains in October 2022 (6.5%) and February 2023 (2.9%).

EquipmentWatch defines fair market value (FMV) as the monetary value of an asset that can be expected in a transaction with a single seller and single buyer, neither of whom is under any compulsion or time restriction to complete the transaction. FMV for heavy equipment is most closely associated with the private resale market, as opposed to the public auction market.

Wheel Loader Auction Prices

Caterpillar also dominated the auction charts, accounting for 18 of the top 20 wheel loaders sold in terms of price for the 12-month period of September 1, 2022 to August 31, 2023. Deere and Komatsu were the only other manufacturers to appear on the list.

The top auction price spot went to a 2021 Cat 966M with 2,188 hours. It sold for $400,000 at a Ritchie Bros. auction in Orlando, Fla., on September 21, 2022. The second-highest price paid was $315,000 for a 2019 Cat 980M with 7,836 hours at another Ritchie Bros. sale in Atlanta, on December 1, 2022. Rounding out the top three was a 2018 Deere 944K with 8,941 hours. It sold for $290,00 at a J.M. Wood Auction Co. sale in Montgomery, Ala., on March 21, 2023.

In total, there were 358 wheel loaders sold at auctions tracked by Top Bid during this time, with an average price of $99,747. (This does not include any units sold for less than $5,000.)

EDA, Top Bid and EquipmentWatch are owned by Randall Reilly, parent of Equipment World.

[Related Content: Heavy Equipment Auctions Set for Second Half of 2023

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Video: A closer look at Rokbak articulated dump trucks

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Volvo Construction Equipment bought Terex’s off-road truck line in 2014, and six years later, it rebranded its articulated haulers under the Rokbak name.

On this episode of The Dirt, we hear from Paul Douglas, Volvo vice president of rigid haulers, who explains the differences between the old Terex line and the Rokbak trucks. He also gives a hint at some of the new things coming from Rokbak, including redesigned cabs and replacing the current trucks with new models. There’s also the possibility of a new size truck to hit the market.

Rokbak, as with other construction equipment brands, is working toward a zero-emissions future. On this episode, he explains where the articulated dump truck market is heading in terms of alternative fuel. He adds that customers will see big changes in emissions and engines in the next five years, with the ultimate goal of reaching zero emissions within 10 years.

So to learn more about Rokbak and what the brand has in store for the future, check out this episode of The Dirt.  

Equipment World serves up weekly videos on the latest in construction equipment, work trucks and pickup trucks – everything contractors need to get their work done. Subscribe and visit us at equipmentworld.com!

In This Episode:

  • 00:00 – Rokbak Articulated Haulers
  • 00:30 – Is Rokbak More Reliable Than Terex?
  • 03:22 – Brand New Cab
  • 06:10 – More Changes to Upcoming Rokbak Trucks
  • 09:20 – What Will Rokbak Do in the Next 2-5 Years?
  • 11:24 – What Alternative Fuel Will Rokbak Haulers Use in the Future?
  • 14:53 – Final Thoughts

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