1) Immediate offer from a real cash buyer. There’s no consignment, no committee, no “let’s see how the auction goes.” Share a few photos and basic details, and schedule pickup on your terms.
2) Deep Testarossa expertise. I understand the nuances across early Monospecchio, Monodado, and later five‑lug wheel updates, as well as U.S. vs. Euro specs, paint codes, interior hides, books/tools/jacks, and other details.
3) Any condition means any condition. Running, non‑running, mid‑restoration, or stored for decades; I’ll buy it, I’m a serious buyer.
4) Nationwide. I acquire cars from all 48 continental states and Hawaii. My team coordinates paperwork, immediate wire payment, and transport around your schedule.
5) Respect for your story. Every Testarossa has a life, and I value the narrative as much as the numbers. I’ll listen, and I’ll treat you and your car with respect, always.
My sales pitch is simple: a direct sale at a fair market figure with immediate payment and pickup—no fees, no guessing. And I keep people first: candid communication, respectful offer, and a smooth, professional handoff.
How Do I Value These Sports Cars Worth?
You don’t need a studio photo shoot; smartphone photos are perfect. A few photos plus a short ownership summary is often enough for an offer:
• Exterior: four corners, sides, lights, glass, wheels, any paint blemishes. • Interior: dashboard, seats, carpets. • Engine bay: the flat‑12 from multiple angles. • Any Documents: title/registration, service receipts, owner’s manuals, tool roll, jack, spare.
Ready When You Are!
If you’re a Hemmings reader with a Ferrari Testarossa, I’m ready with a serious offer, immediate payment, and white‑glove, enclosed pickup anywhere in the U.S. and Hawaii. Whether you are selling a showroom-quality car, or a total restoration project, the Beverly Hills Car Club is always looking to add to their wide-ranging inventory. For cars that are barn-find restoration projects, all the way up to top-of-the-line concours cars; you are sure to find your dream car!
The Ferrari Mondial has outgrown its punchline years. Today’s enthusiasts appreciate it for what it actually is: a charismatic mid‑engine 2+2 with usable space, classic Pininfarina lines, and a sound that only a Ferrari V8 makes. For Hemmings readers considering a sale, here’s a straight‑talk field guide to the car, the process, and why sellers pick me.
Mondial, Decoded (Model family & eras)
• Mondial 8 (1980–’82): Bosch K‑Jet injection, early U.S. emissions tuning, many on TRX wheels. • Mondial Quattrovalvole (’82–’85): 4‑valve heads; stronger, sweeter revs; coupe/cabriolet. • Mondial 3.2 (’85–’88): Refined drivability; coupe/cabriolet; ABS appears later in the run. • Mondial t (’89–’93): Longitudinal engine/transverse gearbox; power steering; updated interior.
What buyers (like me) notice: originality – paint codes, interior hides, wheels; documentation such as service history, ownership chain; the recency of servicing (helpful but not a dealbreaker); rust and structural integrity; basic running status – whether it starts, runs, and drives—etc. I’ll buy any condition: running, non‑running, mid‑restoration, or disassembled! If it’s been stationary for decades, that’s okay; we bring the right gear and enclosed transport to move it safely.
Selling to Alex, versus Elsewhere
Here’s the scoop on auctions/classifieds:
• Prep, transport, and waiting for a sale date • Seller commissions and after‑sale friction • Time spent on calls, messages, showings • Outcome uncertainty (weather, headlines, bidder moods)
Here’s the scoop when selling to me:
• Direct sale to a ready buyer • Immediate payment (your preferred secure method) • Enclosed pickup coordinated around you • No hidden fees, no “almost sold” stories • Clear communication start to finish
All I need are these few things!
• A handful of clear photos • Year/model, coupe or cabriolet, and whether it runs. • Ownership story you’re aware of. • A day/time that suits pickup at home, office, or storage.
That’s enough. If more detail would help, I’ll ask. If not, I’ll send you a serious, sight‑unseen offer and handle the rest.
If you’re a Hemmings reader with a Ferrari Mondial, I’m a serious buyer. Send a few photos and your story! Whether you are selling a showroom-quality car, or a total restoration project, the Beverly Hills Car Club is always looking to add to their wide-ranging inventory. For cars that are barn-find restoration projects, all the way up to top-of-the-line concours cars; you are sure to find your dream car here!
This Ford Model A was built in the seller’s garage using a steel 1930 five-window coupe body mounted on a 1929 frame that was Z’d 9″. The body features a 6″ chop, 5.5″ of channeling, a reverse firewall, a ’32 grille, and 1937 Chrysler Airflow taillights. Power comes from a 331ci Cadillac V8 linked to a T-5 five-speed manual and a ’46 Ford truck rear end with 3.78 gears and a Model A leaf spring. The car rides on a Super Bell dropped, drilled, and chromed axle with ’46 Ford split wishbones up front and ’36 units out back, and big-and-little whitewalls and Packard wheel covers were used. The seller sourced a ’32 Ford dashboard and fitted a ’47 Chrysler cluster and a ’35 DeSoto steering wheel. Following its completion around 2010, the car was featured in Hot Rod along with other publications, and it was driven throughout California to shows. This Model A is now offered with a clean California title in the seller’s name listing the car as a 1930 Ford.
The body features a 6″ chop, 5.5″ of channeling, a reverse firewall, and a chopped Brookville ’32 grille, and it is mounted on a 1929 frame that was Z’d 9″. 1937 Chrysler Airflow taillights and BLC headlights were used along with 1937 Ford decklid handles for the doors, and the seller notes some cracks and flaws on the blue paintwork.
The car rides on a Super Bell dropped, drilled, and chromed axle with ’46 Ford split wishbones up front and ’36 units out back, and both ends have reverse-eye Model A leaf springs. The Packard wheel covers are painted a contrasting color and mounted over ’35 wire wheels, and big-and-little whitewalls are mounted along with a ’56 F-100 steering box that was chromed. The drum brakes are later Ford hydraulic units with chromed and drilled backing plates as well as a dual-circuit master cylinder.
The seller sourced a Brookville ’32 Ford dashboard and fitted a ’47 Chrysler cluster and a ’35 DeSoto steering wheel. The speedometer and fuel gauge do not work. The seller estimates they have driven the car 1,000 miles. The black vinyl tuck-and-roll upholstery is contrasted by gold fleck piping. A working clock is mounted in the rear-view mirror.
The Cadillac 331ci V8 was rebuilt by Hollywood Machine Shop in 2006, per the seller, who states hydraulic lifters, a rebuilt water pump, an Isky race camshaft, and a Mooneyes finned oil pan were used along with a Mallory dual-point distributor. It is topped by a polished Edmunds intake manifold with twin Stromberg carburetors, both from a Studebaker and modified to fit, and modified Hildebrandt aluminum valve covers were used. The chromed exhaust manifolds feed into straight pipes, and the accessories, mounts, and brackets were chromed.
The T-5 five-speed manual transmission was sourced from an S-10 and resealed in 2005, and the ’46 Ford truck rear end has 3.78 gears.
The car is titled as a 1930 Ford using VIN A2604689, which aligns with a 1929 model.
This 1940 LaSalle Series 40-52 two-door coupe was acquired by the seller in 2019 and built into a street rod in 2020. It has been repowered by a 6.0-liter LQ9 V8 linked with a 4L80E automatic transmission and a Ford 9″ rear end with a limited-slip differential and 3.73 gears, and it rides on a Mustang II-style front end with coilovers and a four-link rear with air springs. 18″ Detroit Steel wheels, four-wheel disc brakes, and power steering were also added, and the body was redone with replacement floors, a chopped top, and blue paintwork. Inside, TMI bucket seats were added along with a tilt column and VDO gauges. Driven 2,800 miles since completion, this Series 40-52 is now offered with a Pennsylvania title in the seller’s name.
The 1940 LaSalle lineup was redesigned under Harley Earl and was introduced in October 1939. The Series 40-52 featured General Motor’s signature “Torpedo” body style, and this example was fitted with replacement floors and modified with a 4″ chopped roofline with a laid-down rear window before it was repainted. The bumpers and door handles were removed and the body was filled and smoothed, and it features rear wheel skirts and an “alligator-jaw” hood. There is a crack in the left window.
The suspension was modified with a Mustang II-style front end with tubular control arms and adjustable coilovers, while the four-link rear end has adjustable air springs. Power steering and four-wheel disc brakes were also added.
18″ Detroit Steel wheels are painted a contrasting color, and 235/75 Michelin tires are mounted.
TMI bucket seats, a Lokar shifter, and a tilt column were added along with a push-button starter.
The banjo-style steering wheel fronts VDO gauges, and the 2,800 miles indicated represent the distance driven since completion of the build.
The seller tells us the engine is a 2004 Cadillac 6.0-liter LQ9 V8 that was rebuilt before it was installed, and it is linked to a 4L80E automatic that was also rebuilt. Headers, an aluminum radiator, and a dual-circuit master cylinder were also used.
The Ford 9″ rear end was a limited-slip differential and 3.73 gears, per the seller.
The car is titled as a 1939 LaSalle using VIN W5507058, which the seller is unable to locate.
The 1980s were a golden era for automotive design, producing vehicles that combined distinctive aesthetics with innovative engineering. In recent years, there’s been a resurgence of interest in reviving these classic designs, particularly by reimagining them as electric vehicles (EVs). This fusion of retro style with modern electric technology not only honors the original models but also aligns with today’s sustainability goals. The unique characteristics of 80s cars, such as their bold lines and iconic silhouettes, offer a perfect canvas for EV transformation, promising a harmonious blend of nostalgia and innovation.
Several days ago, I published a Pick of the Day on a car not often seen on these pages: a 1970 Buick Skylark Custom four-door hardtop. Not only was it an unusual find, but it was also in unusual condition for this particular body style. Writing an accurate story was a challenge, but I had a good Buick aficionado to help me sort things out.
I was aware Buick discontinued the Special and let the Skylark play the role of entry-level A-body for 1970. I also knew there were several variations of the Skylark available to consumers that year. The 1970 brochure laid it out for me.
The above guide helped me discern the trim levels and available body styles:
Model
Body Style
Skylark
Two-door Sedan
Four-door Sedan
Skylark 350
Two-door Sport Coupe (hardtop)
Four-door Sedan
Skylark Custom
Two-door Sport Coupe
Two-door Convertible
Four-door Sedan
`
Four-door Hardtop
The brochure featured this passage: The 1970 Buick Skylarks. Four to choose from. From the above picture, I was able to infer that Skylark and Skylark 350 were two trim levels that included four models. So why was the Skylark 350 an upgrade from the base Skylark? Was it because it included a 350 engine? Did that mean base Skylarks only had a straight-six? The brochure was not clear in this regard.
I reached out to Greg Cockerill, a retired GM designer and Buick fan. He too felt the brochure was “a bit ambiguous.” For one thing, why was the upgraded Skylark model called Skylark 350 if it came standard with a six?
Greg agreed, stating, “Yes, but as-written, it is saying six-cylinder is standard, even on the Skylark 350, though the Salesman’s Guide points out that the 350 is a ‘required’ option. But it’s kind of goofy to make the V8 a required option as opposed to being standard equipment.”
In previous years, the LeSabre was available as a LeSabre 400, which didn’t necessarily mean it was powered by a 400ci V8—it wasn’t—but that it was a package that paired the TH400 transmission with the small-block, instead of the two-speed Super Turbine transmission normally offered. Could the Skylark 350 have been named in a similar vein? Considering the standard transmission was a three-speed manual and not the TH350, likely not. Greg added, “In contrast, 1970 was the one single year for a ‘LeSabre 455’ which DID have 455 engine.”
Without an adequate solution, we both agreed an order form would hold the key to the answers we sought. “Well, I think I solved the mystery/ambiguity . . . “ said Greg once he found an order form in his collection of literature.
“It is clear that a Skylark 350 could not have a six-cylinder. However, it also clearly shows that a ‘base’ Skylark could indeed have a V8! Hence, if the Skylark 350 was ONLY available as V8 , then the name would be defensible.” Greg then adds, “Perhaps a better question is: Why bother with offering a Skylark 350 model? Perhaps, in addition to the mandatory V8, it also has some other equipment or elevated trim level? That would be the only logical reason to offer it at all.”
With a quick glance in the brochure, we can see the Skylark 350 featured an upgraded interior from the base Skylark, plus the Skylark 350 featured several optional interiors that were not available on the base Skylark.
Monterey Car Week never disappoints, and this year was no exception. From catching some of the week’s big auctions to exploring events all around town, Collector Car Network Media saw incredible cars at every turn.
We interviewed Barrett-Jackson CEO Craig Jackson, witnessed the unveiling of the 2026 Shelby Super Snake-R, and spotted everything from wild concept cars to the latest exotics on the streets. The week started off cloudy and rainy, but by the time the Pebble Beach Concours d’Elegance started, the skies cleared and the sun lit up the Pebble Beach Golf Links’ 18th fairway – the perfect finale to an unforgettable trip.
This video is sponsored by our friends at Borro. For the trusted source in liquidity when you need it most, call Borro today at (720) 458-6788 or learn more at borro.com.
Off-road motorcycling innovator, and racing champion, John Penton died on September 7, just a few weeks after celebrating his 100th birthday on August 19.
John Penton, pictured alongside a Penton at the Southern Ohio Two-Day Trial in 1973 in this Rick Kocks photo. This image was published in the book, “John Penton and the Off-Road Motorcycle Revolution.”
Penton’s longevity came as no surprise to his legions of fans. The Ohioan’s grit and determination in competition, as well as in business, were his stock-in-trade. Penton’s achievements on a motorcycle were numerous, but a generation of riders remember him as the creator of the Penton Sport Cycle, founder of Penton U.S.A. and Hi-Point Racing Products. These Penton startups have survived into the 21st century as products widely recognized today, including KTM off-road motorcycles and Golden Spectro lubricants.
John Penton is aboard a Penton Six-Days 125, while competing in the 1969 ISDT in West Germany, in this Jerry West photo. The text, added when the photo was used in a KTM advertisement, reads: “All I ever wanted was a lightweight motorcycle that I could rely on. I never realized that I was redefining the sport.”
Penton was born August 19, 1925, in Amherst, Ohio. He was raised on the family farm — where he lived his entire life — one of Harold and Nina Penton’s seven children. The Penton brothers started their longtime love affair with motorcycling when John’s older siblings dusted off their father’s 1914 Harley Davidson and rode it. John, standing at 5-feet 5 inches tall and growing up with three older brothers, pushed himself in athletics, becoming the quarterback of his high-school football team and setting a pole-vaulting record.
Penton graduated from high school as World War II was raging in 1943. In 1944, he joined the Merchant Marines, serving aboard transatlantic convoy ships hunted relentlessly by German U-boats. He then joined the U.S. Navy in 1945.
After being discharged in 1946, he returned to Ohio and, in 1948, co-founded with his brothers a business: Penton Brothers Motorcycle Agency. The enterprise began selling BSAs out of a converted chicken coop next to the Penton Brothers Machine Shop on the family property. The business grew, and the Pentons eventually added Ariel, Matchless, NSU and Zundapp to their portfolio of brands. Eventually they added titans BMW, Husqvarna and Honda.
In 1958, Penton began amassing national off-road titles aboard a modified NSU 175 street bike. In 1959, Penton attracted national attention when he set a cross-country riding record aboard a BMW R69, leaving New York on June 8 and arriving in California 52 hours and 11 hours later.
For the 1962 season, Penton converted a BMW R27 single street bike into an enduro machine and netted three more titles. BMW liked what they saw, and sponsored Penton in the 1962 International Six Days Trials — the Olympics of off-roading — in West Germany. Penton won a silver medal that year, and his efforts landed him on the cover of Cycle World magazine – plastered in mud aboard his plucky BMW, wearing a red-white-and-blue helmet.
The ISDT would become a passion for Penton and lead him to creating his own motorcycles suited to competing in the grueling races: the Penton Sport Cycles. By the late 1960s, lightweight, powerful two-stroke powered Husqvarnas had become the ride of choice for off-roaders, including the great Malcolm Smith and Hollywood legend Steve McQueen. But Penton believed Husqvarna needed to build a smaller machine for tight woods riding and deep mud runs. The Swedish firm rebuffed him — bigger, after all, in America is always better.
But, while competing in the 1967 ISDT in Poland, Penton met an Austrian rider racing a motorcycle of his own design, built from parts of bikes manufactured by his employer, Kronreif, & Trunkenpoltz of Mattighofen — aka KTM. Penton soon visited KTM and asked them to build his motorcycle. He put up the $6,000 fee company President Erich Trunkenpoltz requested and the first Pentons were born in late 1967. Production followed in 1968.
A 1969 Penton 125 Six-Days restored by Kip Kern and pictured when it was on loan to the Motorcycle Hall of Fame Museum in Pickerington, Ohio. These early Sachs-powered “steel tankers” were small and lightweight but proved to be giant killers.
The first Penton “steel tankers” look like mini-bikes by modern standards, and their 100cc and 125cc Sachs engines made less than 20 horsepower. But they were giant killers, paving the way for a line of Pentons ranging from 100s to 400s winning national and international titles through the 1970s. Dozens of off-roading greats cut their teeth racing Pentons, including Penton’s own sons: Tom, Jeff and Jack, as well as his nephews, the late Dane and Ted Leimbach.
A 1973 Hare Scrambler 250 used the KTM engine, introduced the year prior on the 1972 Jackpiner 175.
KTM eventually took over the Penton U.S. distribution network and the last Pentons were sold as 1977 models. Estimates are that more than 25,000 Pentons were built.
Capitalizing on the success of his motorcycles, Penton also launched the Hi-Point accessory brand. One of its most famous products were its Hi-Point boots made by the Italian ski boot manufacturing firm, Alpine Stars and worn by countless riders. Meanwhile, Hi-Point lubricants survive today as Golden Spectro.
John Penton addresses a crowd in 2008 at a celebration of the Penton motorcycle’s 40th anniversary in this photo from the Penton Owners Group archives.
Penton is one of the greatest names in motorsports known mostly by seasoned hardcore off-road motorcyclists. But like the bikes it created, and Penton himself, it had an outsized influence on the world.
Penton was the father of six children and grandfather of 13, According to the Penton family, a celebration of life will be held October 11, 12:30 p.m., at the Amherst Eagles Club in Amherst, following a funeral and an interment of ashes with military honors.
Currently listed on AutoHunter is this 1956 Chevrolet Bel Air Nomad. Certainly one of the nicest American cars from the 1950s, the Nomad featured hardtop styling on a station wagon, something that had never been done before. This Nomad is powered by an upgraded 350 small-block and is paired to a three-on-the-tree. Other features of this classic Bow Tie include a three-spoke steering wheel, factory pushbutton AM radio, split bench seat, and more. Painted Twilight Turquoise and India Ivory with a two-tone turquoise vinyl and gray cloth interior, this Tri-Five Chevy is offered by a private seller with a clear title.
The Twilight Turquoise and India Ivory are the original colors for this Nomad. Exterior features include a driver-side mirror, longitudinal brightwork, chrome window trim, and front-mounted antenna. A set of 15-inch steel wheels with chrome wheel covers is wrapped in 205/75 Hankook whitewall radials.
The interior features a two-tone turquoise vinyl and gray cloth interior, with a split bench seat up front. Interior features include a column-mounted manual shifter, three-spoke steering wheel, and factory pushbutton AM radio.
Instrumentation includes a 110-mph speedometer and gauges for the temperature and fuel. The odometer reads 16,366 miles though the title reads mileage-exempt.
The original engine was replaced by a 350ci small-block a long time ago, as this one was rebuilt in 1987. It features a four-barrel carburetor, Edelbrock intake, and HEI ignition. The horsepower and torque are directed through a three-speed manual transmission.
The undercarriage features a single exhaust system and manual drum brakes on all four corners. A wheel alignment and complete front-end replacement were performed in August 2023.
It is a no-brainer to find this 1956 Chevrolet Bel Air Nomad as our AutoHunter Spotlight because it’s one of the most stylish designs out of Detroit, if not from any 1950s styling studio. The 350 upgrade is perfect for someone who enjoys the stock look while enjoying driving around in a classic car. The auction will end on Monday, September 22, 2025, at 11:45 a.m. (PDT) so you have time to clean your garage in preparation for this classic.
In late 2021, Ford got the industry’s attention when it introduced the Maverick, a compact pickup truck with four doors, two rows of seating, and a hybrid powertrain as standard equipment. The concept of a small, CUV-based pickup (the Maverick shares a lot with the Escape and Bronco Sport) was interesting, but the element of the new trucklet that likely got the most attention was its base price, which came in at an almost shocking $19,998 for the lowest level XL. That didn’t include destination fees and such, but it seemed legitimately possible to drive away in a new 2022 Maverick XL for around $22,000.
2025 Ford Maverick Tremor
Ford was obviously trying to spark sales of its new model, and it worked… almost too well: A backlog of orders formed quickly, and Ford had to cut off 2022 allocations, bumping them to 2023 model year. Not long after, 2023 model-year order books were closed by Ford, claiming it could only build so many Mavericks. Note too that this was still in the days of the industry-wide semi-conductor chip shortage, which wasn’t helping.
What happened to that base price?
2022 Ford Maverick XL Hybrid
Given the Maverick’s instant popularity and resultant demand, no one should have been surprised when its base price started going up. However, it is a bit disappointing to see that, right now as the summer of 2025 is winding down, the Maverick XL’s entry fee has risen all the way to $28,145. Some speculation over the increases points to Ford’s concerns over import tariffs, as all Mavericks are currently built in Mexico. Yet, despite the price hikes and the effect they’ve had on Maverick’s value proposition, the model remains popular, which gives some indication that it was indeed the right idea and the right time. Also, it’s still cheaper than just about any other new model that a pickup buyer could cross shop. Ford’s Ranger, for example, begins at just under $35,000.
Does Maverick REally Get 42 MPG?
We’ve been fortunate enough to sample several examples of the Maverick over the past couple years since its introduction, including an XL hybrid. Until the 2025 model year, the hybrid powertrain was only available with 2WD, and we drove a ’22 XL that was devoid of extras, right down to its skinny steel wheels.
Without really trying, after a week of motoring around town, the average fuel economy readout showed 41 MPG; another 2WD hybrid Maverick we drove later posted 37 MPG. Most recently, we sampled a 2025 XLT equipped with the hybrid powertrain and the newly available AWD; again, with no attempts made to stretch fuel, the Maverick showed us 37.4 MPG. Ford says the combined rating for the AWD hybrid is 37 MPG, while the 2WD is 38, so the penalty imposed by the extra drivetrain drag isn’t significant, which aligns with our observations.
We used about a quarter tank of fuel in a week of driving the AWD hybrid according to the gauge, but it only took 2.5 gallons to top it back off (the hybrid model’s tank holds just 13.8 gallons). Bottom line: this is economy you can actually feel in your wallet, week to week, even compared to the average family hauler that might post 25 MPG in real-world driving.
But is MAverick REally a Truck?
Ford gives the Maverick a payload of 1,400 lbs. and a towing capacity of 2,000 lbs, unless you order the 4K Tow Package, which doubles that to 4,000 lbs, and now that the hybrid can be ordered with AWD, it too can be outfitted with the 4K Tow option. For comparison, way back in 2002 when Chevy still sold the S10 pickup, a V-6 model with automatic transmission could tow up to 5,200 lbs, but was rated to haul only 1,110 lbs. We were surprised to see that the last of the “old” Ford Rangers, from 2012, were rated to tow around 5,500 lbs when equipped with the 4.0L V-6, four-wheel drive, and a tow package with 3.73:1 or 4.10:1 axle ratio.
But the S10 and Ranger were actual full-frame trucks that were primarily rear-wheel drive, using some driveline components shared with larger trucks. Today’s Maverick is more like the original Honda Ridgeline: a small pickup based on a unit-body SUV platform that is primarily front-wheel drive. Yet, the original Ridgeline was rated to tow up to 5,000 lbs—impressive for the time considering its mechanical origins. Then again, the Ridgeline didn’t get 40 MPG.
The Maverick’s closest, and most similar, competitor is the Hyundai Santa Cruz, which is also a unit-body CUV-based four-door pickup, sharing a platform with the Hyundai Tucson. The Santa Cruz also debuted for 2022 and has similar features but has always been more expensive than the Maverick. However, that gap has narrowed recently. Perhaps one of the most significant differences between the Maverick and Santa Cruz is that the latter does not currently offer a hybrid powertrain option, which is somewhat surprising given that Hyundai has been heavily vested in hybrid and EV platforms for some time. But for now, that means the best economy offered by a Santa Cruz is 27 highway MPG from the optional turbocharged engine.
Maverick as the Ultimate PArts Chaser
For car enthusiasts, talk of crossover utility vehicles and hybrid powertrains isn’t very sexy, but trucks are another matter entirely. So, if the Maverick can be taken seriously as a light-duty truck, one that can carry five humans and a 1,500-lb payload, while offering light towing options and the possibility of 40-plus MPG, it ought to be worthy of consideration for real-world gearheads—the ones who have to commute to work, get their kids around, work in the yard, and try to save a few bucks here and there for their car projects.
As we mentioned, we’ve had several opportunities to live with various Mavericks since the model was first introduced, each time getting a week of daily driving in. We’ve sampled models from the base 2WD hybrid with skinny steel wheels to the turbocharged AWD Tremor, and each time we come away thinking the Maverick could make a lot of sense for everyday duty.
Most recently, the Maverick Lobo was introduced, and though we have not yet had a chance to get behind the wheel, the new sport-truck-inspired model makes a great case for spending a bit more on a Maverick. Otherwise, we like the utility of that base XL, though for life in Vermont, the newly available AWD option could make it almost perfect.
There’s a lot to like about the Maverick: It’s relatively comfortable, easy to drive, quite useful, and in hybrid form, it sips fuel well enough that you’ll take note, even if the vehicle you were driving previously wasn’t exactly a guzzler. And now that the Maverick has been out for a couple of years, it’s beginning to demonstrate that its longer-term reliability is respectable. Someone from inside Ford had mentioned that the Maverick’s Escape underpinnings, and the many tens of thousands of units and miles traveled with that model, helped greatly in allowing the Maverick to come forth with relatively few bugs to work out.
Now if we could just get back to that $19,998 base price…
