Nuxt V For Key Value

Additionally, using a front-end router allows for the intentional transition of the browser path when certain browser events (i.e. clicks) occur on buttons or links. Vue itself doesn't come with front-end hashed routing. It supports mapping nested routes to nested components and offers fine-grained transition control. With Vue, developers are already composing applications with small building blocks building larger components. With vue-router added to the mix, components must merely be mapped to the routes they belong to, and parent/root routes must indicate where children should render. The /.nuxt/ directory is also called the build directory.

It's dynamically generated when you run the app locally or when you build it for production for SSR apps. Furthermore, it's fully managed by Nuxt.js, and you need not worry about it. Just know that Nuxt.js compiles the app files and creates this folder that's ready to be deployed on your server hosting. For instance, Nuxt.js creates a Vue Store instance, then it locates all the Vue components inside the /pages/ folder and creates a single route for each component.

Nuxt.js generates the router file and puts it inside the /.nuxt/ folder. Now, we can access the web prop in the HelloWorld component. To display it as a list in the template, we will use another directive called v-for.

The v-for directive is used to iterate through and render a list of items based on an array. The v-for directive requires a special syntax in the form of item in items, where "items" is the source data array and "item" is an alias for the array element being iterated on. We can then use the interpolation technique to display each item.

The CustomComponent defines a single property named value of type Object. Internally, it parses the object into data fields and does the mapping manually on the template. On every change of any of the fields, it prepares a payload for all the fields and emits a single input event, and attaches the payload. That's a lot of code to write for such a custom component. To demonstrate let's create a simple multiple-choice quiz application where we have the questions and it's options defined in a data property inside the Vue instance. The most important thing in this picture is the early return in the "created" method.

Nuxt has a globally accessible object "process" that shows us are we currently running on the server side or the client side. @Gary Woodfine I have created code snippet in which I extract only value once user select option. It is a workaround, but as I was saying, this is the default way in which input works. Since we've emitted additional events in form elements, there is no longer a need for .native - my mistake.

To do that, we'll add a data property to the App.vue component object, containing a ToDoItems field whose value is an array of todo items. While we'll eventually add a mechanism to add new todo items, we can start with some mock to do items. Each to-do item will be represented by an object with a name and a done property. At this point we've got a fully working component; we're now ready to add multiple ToDoItem components to our App.

This guide is going to build off of the previous one and demonstrate how to use the following cart methods; cart.add(), cart.retrieve(), cart.remove(), and cart.empty(). To do this you will be expanding on your Vuex store and utilizing Vuetify to build out a simple UI that visually demonstrates these methods. Finally, Nuxt.js allows you to write server middleware. These are usually stored inside the /server-middleware/ folder. You define a server-middleware, then you add this inside the serverMiddleware property of the nuxt.config.js file.

Nuxt.js makes sure to run it on the server-side only and before the vue-server-render kicks in and generates the Vue app. In the HTML template, we'll need to create the markup where our Vue app will be mounted (i.e. the element with the id of app). Within this markup, we'll use the v-for directive to render a list of tweets. Since tweets is the data collection we'll be iterating over, tweet will be an appropriate alias to use in the directive. In each rendered tweet-component, we'll also pass in the iterated tweet object as props for it to be accessed in the component.

Our initial form data is generated from the input components using a .reduce() function. In short, this function creates an object using the form field's unique name as a key. To be an effective to-do list, we need to be able to render multiple to-do items. This is a built-in Vue directive that lets us include a loop inside of our template, repeating the rendering of a template feature for each item in an array. We'll use this to iterate through an array of to-do items and display them in our app in separate ToDoItem components.

We do this through a loop instead of pushing the entire chunk onto the files array because otherwise we'd have groups based on what was selected. You can add validations here as well so the user doesn't upload the same file multiple times if you want as well. When uploading multiple files, it's very common that you accidentally select a file you do NOT want to upload. This sounds simple enough to resolve until you find out you can't directly edit the FileList object for security reasons. However, you can transform it and edit the new list as an array and allow users to change the files they want uploaded. Then, define the basicConfig() function with a function body that returns the local options array variable.

Finally, define the plug-in function that in turn injects the basicConfig() function into both the server-side and client-side channels of the Nuxt.js app. The addPlugin() function internally generates a new plug-in file based on the specified template, and pushes the plug-in into the Nuxt.js context. To access the nuxt.config.js file content inside a module, you use the this.options() function. The module is kept simple and the idea is to show how to build a module skeleton and run it successfully.

Nuxt.js is a Web development framework that builds on top of the Vue.js framework. It's not a new framework and nor does it add much to the Vue.js codebase. More importantly, it generates a highly optimized bundle of your app.

Nuxt.js has one more structure-related feature that is very interesting – layouts. Vue.js applications have the main App.vue file, which is the main root component wrapper for all application components. Nuxt.js uses layouts, where every layout serves as an individual wrapper for application components. By default, all Nuxt.js pages are using the default.vue layout. Remember that when working with objects as options, you have to transform the received tag string to an object that matches the objects structure of the options list.

In this example, the addTag method generates an object with a unique code property. If you're worried about not being in control of the router, don't be. This default setup works great for a wide variety of projects, provided they are well structured. However, there are some cases where you may need to add more routes to the router than Nuxt automatically generates for you or restructure them. Nuxt provides a way to customize the router instance in the config, allowing you to add new routes and customize generated routes. You can also edit the core functionality of the router instance, including extra options added by Nuxt.

So if you do encounter an edge case, you still have the flexibility to find the appropriate solution. There is also a nuxt.config.js file at the project root. This allows you to customize a bunch of features that Nuxt provides. By default, it sets the header tags, loading bar color, and ESLint rules for you. If you're eager to see what you can configure, here's the documentation; we will be covering some options in this article. The nuxt.config.js file exists to contain all of your custom configuration.

Nuxt.js comes with a set of configurations and this file helps you amend the existing configurations and add more. For instance, you can change the meta tags, title, and links for the main page Head tag. As you've seen before, you also use this configuration file to list your plug-ins, middleware, and other related configurations that directly affect your app. Nuxt.js includes the /.nuxt/components/nuxt-error.vue component. It displays this component whenever an error occurs in the app (404, 500, etc.). Nuxt.js gives you the chance to customize this error page to fit your needs and requirements.

SSR is fetching AJAX data and rendering Vue.js components into HTML strings on the server (Node.js). It sends them directly to the browser when all asynchronous logic is done, and then finally serves the static markup into a fully interactive app on the client. This feature allows for great parsing through DOM elements with the Google SEO parser.

SEO parser is parsing through DOM elements with enormous speed immediately when the website DOM is loaded. The app component contains the hardcoded users array that is rendered with the v-for directive in template. The users array is declared as a data property of the Vue component so the template can see it. Before we do that, there's one other piece of syntax to know about that is used with v-for, the key attribute. To help Vue optimize rendering the elements in the list, it tries to patch list elements so it's not recreating them every time the list changes. To make sure it is re-using list elements appropriately, it needs a unique "key" on the same element that you attach v-for to.

Vue uses an HTML-based template syntax that allows binding the rendered DOM to the underlying Vue instance's data. All Vue templates are valid HTML that can be parsed by specification-compliant browsers and HTML parsers. Vue compiles the templates into virtual DOM render functions.

A virtual Document Object Model (or "DOM") allows Vue to render components in its memory before updating the browser. Combined with the reactivity system, Vue can calculate the minimal number of components to re-render and apply the minimal amount of DOM manipulations when the app state changes. Just to stress this again, we never had to npm install vuex, as it is already included in the Nuxt package. When you add an index.js file to the store directory, all those methods are then opened up to you automatically. This property represents the HTML Head of the page in Nuxt.js.

The head property applies to all pages in the Nuxt.js app. However, you can still override them on the page level as you will see shortly. What's unique about Nuxt.js is enforcing convention over configuration strategy. In Nuxt.js, you don't need to write a lot of configuration files. Instead, you organize the folder structure in a way that Nuxt.js can understand and build the final bundle of the app accordingly.

For example, in Nuxt.js, you don't write a configuration file for the routes available in the app. Rather, you create Vue.js components inside the /page/ folder, and consequently, Nuxt.js creates a single route for each Vue.js component in that folder. If these features are required for your next project, I assure you that Nuxt.js will be an excellent choice. Our tweet-component elements will now transition appropriately between locations when a shuffle is invoked. Type some information in the input fields and click "Shuffle! Since we haven't opted to using the key attribute, Vue has not created unique bindings to each tweet node.

As a result, when we're aiming to reorder the tweets, Vue takes the more performant saving approach to simply change data in each element. Since the temporary DOM state (i.e. the inputted text) remains in place, we experience this unintended mismatch. However, in certain instances where our v-for list depends on DOM state and/or child component state, this can cause some unintended behavior. InstantSearch code uses ES modules, yet it needs to be executed in Node.js. That's why we need to let Nuxt know that those files should be transpiled during the build. Now that we've configured our vue-instantSearch plugin, let's create a search component.

When the options array contains objects, vue-select returns the whole object as dropdown value upon selection. This approach makes no assumptions about the data you need, and provides a lot of flexibility. However, there will be situations where you just need to return a single key from an object. Vue components are written as a combination of JavaScript objects that manage the app's data and an HTML-based template syntax that maps to the underlying DOM structure. For installation, and to use some of the more advanced features of Vue , you'll need a terminal with node + npm installed.

A traditional disadvantage of single-page applications is the inability to share links to the exact "sub" page within a specific web page. To solve this problem, many client-side routers delimit their dynamic URLs with a "hashbang" (#!), e.g. page.com/#! However, with HTML5 most modern browsers support routing without hashbangs. It was created by Evan You, and is maintained by him and the rest of the active core team members.

Next, we need a create the openModal method in the script section. So, we will use an event bus to pass data open a modal in the index.vue page from the layout/default.vue file. You might think how is it better than using v-model binding. The difference is that you can check user form for errors, assign it to multiple data components without using Vue.js watchers and so on.

If you've ever built a Vue.js application, whether that be web or mobile, you've probably come across Vuex when searching for data storage related information. When it comes to the web, the common tutorial around Vuex includes browser local storage or similar, where Vuex handles all of the state rules between components. I just wonder what would be a good practice in case I want in my SSR application have layout with navigation component (ex. some categories/menu from API), then nuxt then footer . Then on page loaded via nuxt in layout I also want to have the same data that was already fetched in navigation component.

Plus some info about caching strategies so I wouldn't need to call API for footer/navigation components for every users during server request. We want the server to do as much as possible first, but sometimes it doesn't have access to the information it needs, which results in the work being done client-side instead. Or worse, when the final content presented by the client is different from what the server expected, the client is told to rebuild it from scratch. This is a big indication that something is wrong with the application logic.

Thankfully, an error will be generated in your browser's console if this starts to happen. Any Vue components in this directory are automatically added to vue-router based on their filenames and the directory structure. Normally I would have a separate Pages directory anyway and have to manually register each of those components in another router file. This router file can become complex for larger projects and may need splitting to maintain readability. Inside the template file, based on the options passed via the addPlugin() function, you can push new items into a locally defined options array variable. Nuxt.js uses this component the next time it needs to render the error page.

Ford Maverick Truck 2021 Release Date

The optional 2.0-liter EcoBoost four-cylinder is a longtime member of the C2 family, and in this application provides this small truck with 250 hp and 277 lb-ft of torque to work with. That's not exactly sports truck levels of performance, but the engine is perfectly well suited to the truck's size and character. The eight-speed automatic transmission has a wide range of ratios to work with, ensuring the truck never felt hampered at elevation above Las Vegas.

This optional EcoBoost powertrain is a must for customers looking to get all-wheel drive out of their Maverick, as the hybrid models currently only come in front-driver/CVT spec. Adding the more potent engine and all-wheel drive combo requires $3305, while the EcoBoost alone is a $1085 option. Both trucks come factory rated with a maximum towing capacity of 2000 pounds, but only the AWD EcoBoost models can option the 4K Max Towing Package, which bumps the maximum tow rating to 4000 pounds.

Instead of sharing parts and mechanicals with the Ranger, the Maverick rides on the same chassis as the Bronco Sport compact crossover. The standard powertrain is a hybrid setup that consists of a 2.5-liter four-cylinder engine, an electric motor, a continuously variable automatic transmission, and front-wheel drive. Ford also offers all-wheel drive, but only with the optional nonhybrid turbocharged 2.0-liter four-cylinder engine. All models sport the same four-door crew cab body style with a 4.5-foot bed.

The Maverick is part of a new class of small pickup trucks that Hyundai is also entering with the upcoming Santa Cruz. The 2022 Ford Maverick is a compact truck with a unibody design that provides towing capability up to 4,000 pounds when equipped with the optional tow package. The standard full-hybrid powertrain 2.5-litre Atkinson-cycle four-cylinder hybrid delivers combined 191 horsepower4, and 155 lb.-ft.

Of torque, while acontinuously variable transmission drives the front wheels with a targeted 800 kilometres of range on a single tank of gas2. Upgrade to a 2.0-litre EcoBoost® gas engine delivering 250 horsepower and 277 lb.-ft. Of torque5 with an 8-speed automatic transmission and standard all-wheel drive. Rather than start with the Bronco Sport's turbocharged three-cylinder engine as the standard powertrain, Ford has gone hybrid with the Maverick's base powertrain. All trims come standard with a 2.5-liter four-cylinder that's assisted by an electric motor for a combined 191-hp. This setup only comes with front-wheel drive and a continuously variable automatic transmission.

Buyers are able to opt for a nonhybrid powertrain as well, which swaps in a spunky 250-hp 2.0-liter four-cylinder and eight-speed automatic transmission; all-wheel drive is optional with this powertrain. On the road, the Maverick feels downright peppy with the optional turbo four and at our test track, it reached 60 mph in 5.9 seconds. The hybrid powertrain is less perky but nonetheless gets the job done. To provide its impressive payload capacity, the Maverick's suspension is fairly stiff which leads to a somewhat rough ride over broken pavement. Once we get a chance to test the Maverick at our test track, we'll update this story with results. Alternatively, customers can opt for a 2.0-liter EcoBoost gas engine producing 250 horsepower and 277 pound-feet of torque, with a standard 8-speed automatic transmission.

Buyers can purchase the regular Maverick with an AWD system optionally. Another option available in the non-hybrid variant is a 4K Tow Package, which doubles the towing capacity to 4,000 pounds. An average 21-foot boat can be hauled with ease on checking this option. The gasoline Maverick can deliver a fuel economy of 23 mpg city/30 mpg highway/26 mpg combined in FWD and 22 mpg city/29 mpg highway/25 mpg combined in AWD. It comes standard with a 2.5-liter four-cylinder engine paired with an electric motor to produce a combined 191 horsepower and 155 lb-ft of torque.

This combo sends its power to the front wheels through a continuously variable automatic transmission. This hybrid powertrain delivers pleasing muscle for hustling around town. If you're looking for more power and a more traditional driving experience, there's an optional turbocharged 2.0-liter four-cylinder engine that produces 250 hp and 277 lb-ft. The 2.0-liter engine uses an eight-speed automatic transmission and can be paired with front- or all-wheel drive. Most importantly, the brake pedal has a much more progressive response and feel down to a stop. The Maverick's steering is also nicely weighted and progressive.

All in all, the Maverick offers two distinct versions that have different types of appeal. It offers room for four — five if they're friendly — more than 33 cubic feet of cargo space in the bed, and incredibly good fuel economy thanks to the base model's driveline. It's a gas-electric hybrid, one that generates 191 horsepower through the front wheels via a continuously variable automatic transmission.

With a 1,500-pound payload and a 2,000-pound towing capacity, it can easily handle most of life's chores, while returning the sort of fuel economy you'd never expect from a pickup. The Maverick is the first pickup truck in America to have a hybrid powertrain in its base configuration. The 191-hp, 2.5-liter hybrid four-cylinder is linked to a continuously variable transmission and drives the front wheels.

This combination is EPA-rated at 37 mpg combined and has a total range per tank of 500 miles. We expect this small pickup to easily be more efficient than any other pickup on the market. The Maverick hybrid has a standard payload capacity of 1,500 pounds and a 2,000-pound tow capacity—plenty to tow a personal watercraft or two.

Traveling on dirt trails or snowy conditions will be traction-limited with the hybrid. The company's 2.0-liter EcoBoost four-cylinder engine and eight-speed automatic transmission is optional. Rated at 250 horsepower, this engine doubles the Maverick's towing capacity to 4,000 pounds, although payload remains unchanged. All-wheel drive is available with the gas engine, but not the hybrid. All drivelines come with Normal, Eco, Sport, Slippery and Tow/Haul drive modes, although adding the FX4 Off-Road Package — optional on the XLT and Lariat — brings with it Mud/Ruts and Sand modes.

Ford offers the Maverick in three trims—XL, XLT, and Lariat—with the XL being the best choice for keeping the price down as low as possible. It lacks basic creature comforts that most buyers consider necessities, but would be good for use as a work truck. Going with the XLT adds 17-inch aluminum wheels, cruise control, a power lock for the tailgate, power exterior mirrors and more, making it the value-oriented model. We'd upgrade to the optional turbocharged 2.0-liter four-cylinder for $1085 and add all-wheel drive for $3305. To unlock the Maverick's maximum towing capacity of 4000 pounds, we'd also order the $745 Tow package.

The 2.5-liter Duratec four-cylinder gasoline engine with a hybrid electric motor produces a combined 191 hp (194 PS; 142 kW) and a peak electric torque of 173 lb⋅ft (235 N⋅m; 23.9 kg⋅m). The hybrid engine and an e-CVT gearbox are standard equipment on all Maverick models, while the 2.0-liter EcoBoost turbocharged four-cylinder gasoline engine is optional. The turbo engine produces 250 hp (253 PS; 186 kW) and 277 lb⋅ft (376 N⋅m; 38.3 kg⋅m) of torque, paired with an 8-speed automatic transmission. All Maverick models uses a rotary knob gear selector located in the center console. Front-wheel drive is standard on all models, with all-wheel drive optional only for the EcoBoost variants. It was unveiled on June 8, 2021 as the smallest truck marketed by the company.

The Maverick is based on a front-wheel drive-based unibody platform shared with the Ford Escape and Bronco Sport, and offered with a hybrid powertrain as standard and a conventional turbo engine as an option. Base Mavericks will be powered by a 2.5-liter inline-4 hybrid powertrain with a combined output of 191 hp and 155 lb-ft of torque sent to the front wheels through an electronic continuously variable transmission. Ford said it'll be capable of towing up to 2,000 lb, carrying 1,500 lb of payload, and achieve an EPA-estimated 40 mpg city and 37 mpg combined. To create the Maverick's standard hybrid powertrain, Ford combines an Atkinson-cycle 2.5-liter 4-cylinder gasoline engine with a 94-kilowatt electric motor and an electric continuously variable transmission . Combined, these components produce 191 horsepower and 155 pound-feet of torque. The hybrid drivetrain is available only with front-wheel drive, and Ford predicts 37 mpg in combined driving and 500 miles of driving range.

The Maverick hybrid features a 2.5-liter Atkinson cycle four-cylinder mated to two AC motors, which combine to provide 191 hp and 155 lb-ft of torque. That power is fed to the front wheels via a continuously variable transmission, which helps the truck achieve up to 42 MPG in the city. Despite a 3674-lb curb weight, from behind the wheel that output feels adequate until you've already surpassed most highway speed limits. Unfortunately, if not surprisingly, the CVT is not as nice to live with as the EcoBoost's eight-speed automatic, as it exacerbates the 2.5-liter four's grainy engine note at every throttle push. Speaking of that gas pedal, the Maverick Hybrid does require a rather large tip-in before the CVT is willing to simulate a new ratio. While that may take some feelings of brutish grunt away from the truck, the fuel economy benefits of the powertrain are hard to ignore.

Ford's published figures are easily achieved, and were simple to beat with minimal gamification of driving style. The only real oddity is the brake pedal, which is a bit inconsistent in feel. That's not abnormal with some modern hybrids, and isn't jarring enough to create problems in this case. The base Maverick is no tire-shredder and has been optimized for efficiency rather than outright performance.

The standard hybrid uses a 2.5-liter four-cylinder Atkinson cycle engine that produces only 162 horsepower and 155 lb-ft of torque on its own, although this goes up to 191 hp with the assistance of the electric motor. Unsurprisingly, Ford hasn't provided 0-60 times but don't expect to get anywhere in a hurry. This model is limited to a towing capacity of only 2,000 lbs and payload capacity of 1,500 lbs.

The Maverick arrives in a brand-new compact truck segment, which also includes the recently-introduced Hyundai Santa Cruz. Ford's approach is interesting here, offering a 2.5-liter four-cylinder hybrid as the base powertrain, driving the front wheels through a CVT. Buyers who want more power and more capability can opt for the 2.0-liter EcoBoost, sending 250 horsepower to the front wheels or optional all-wheel drive. We've never tested a pickup truck quite like this, and with a starting price under $20,000 , it's easy to see how Ford could have a sales hit on its hands. We tested both variants of the Maverick in Nashville, Tennessee to see if this new baby pickup is still "Built Ford Tough."

All Mavericks are crew cabs, which means four full-sized doors and a fairly roomy back seat. Ford has incorporated many storage cubbies and bins throughout the cabin, including some large areas under the rear seat. Base models are far from plush, but do offer standard niceties such as a tilt-and-telescoping steering wheel with audio controls, remote keyless entry, and adjustable lumbar support for the front seats. More features are offered as standard or part of option packages on the XLT and Lariat trims, and include dual-zone automatic climate control, ambient interior lighting, and power front seats. Ford says the Maverick's 4.5-foot bed can fit up to 18 sheets of 4x8-foot three-quarter-inch plywood without having to load them at an angle. The bed also features a 12-volt power point, with a 110-volt outlet offered as an option.

For now, they're the only compact pickups available in the US market. The flashy Santa Cruz feels more like an SUV which happens to have a bed at the back, whereas the Maverick comes across as the more rugged truck. The Ford starts at $4,000 cheaper which immediately gives it an advantage, but the Maverick misses out on some of the safety features that are standard on every Santa Cruz. While the Maverick hybrid leads the way for efficiency, it's the Santa Cruz that has a much better towing capacity of up to 5,000 lbs. Both trucks have a lot to offer and we appreciate that each automaker has given us a unique spin on what they believe a small truck should offer. Because of the Maverick's attractive starting price, Ford's legacy of high-selling trucks, and its exceptional gas mileage, we'll give the edge to the Blue Oval.

Ford offers the Maverick in three easy-to-digest trim levels, each available with the hybrid or EcoBoost powertrain. While the Maverick XL's $19,995 starting seems tempting, it's easy to jack the price up to over $38,000 with a fully-loaded Lariat trim with the First Edition Package. We'd settle somewhere in the middle, opting for the XLT trim while keeping the more efficient hybrid drivetrain. The $2,345 XLT Luxury Package seems worth the price for a power driver's seat, 400W/100V inverter, bed rails, spray-in bedliner, heated seats, remote start, a leather steering wheel, and more. Ford Co-Pilot 360 is a handy $540 option that nets you blind-spot assist with rear cross-traffic, and lane-keep assist. Unfortunately, the XLT misses out on push-button start, so you start it with an old-fashioned key.

The truck we described would cost $27,305, or $1,085 more for the EcoBoost if you need the added towing capacity. An optional turbocharged 250-horsepower engine and towing package ups towing capacity to 4,000 pounds, enough to accommodate a standard 23-foot camper, Ford says. Front-wheel drive is standard, with four-wheel drive available as an add-on. There will be three trim levels — XL, XLT, and Lariat — and a fully loaded Maverick will run customers in the low $30,000 range, a company spokesperson said. To that last point, the Blue Oval gave the Maverick a hybrid powertrain as standard equipment — a first for US pickups. The company says it gets 40 mpg city, but that hasn't been tested by the EPA yet.

The combination of a 2.5-liter four-cylinder and an electric motor puts out a claimed 191 horsepower and 155 pound-feet of torque. Ford rates towing capacity at 2,000 pounds, which it says is plenty to pull a couple of jet skis or a small camper. While the standard powertrain for the Maverick is the hybrid engine, Ford does offer a more powerful 2.0-liter EcoBoost engine option that can be paired with all-wheel drive. With the larger engine, Ford also offers a towing package making the truck able to tow 4000 pounds. However, you give up the incredibly impressive 42 MPG fuel economy the hybrid delivers for the additional power. Ford offers the Maverick with a standard hybrid engine capable of achieving 42 MPG in the city.

That type of fuel economy is impressive for any vehicle, but even more so on a pickup capable of hauling 1500 pounds of payload in the bed and towing 2000 pounds on all models. That means it's a real truck capable of doing most of what the average homeowner would want as well as hauling ATVs or small campers. For more power, there is an available 250-hp, 2.0-liter turbo four-cylinder with an eight-speed automatic transmission. When fitted with an optional "4K" tow package, a turbocharged Maverick doubles the towing capacity to 4,000 pounds—enough to pull a small travel trailer or 20-foot boat.

This Ford hybrid truck comes standard with a 2.5-liter four-cylinder engine paired perfectly with an electric motor to produce a combined 191-horsepower and 155 lb-ft of torque. Front wheel drive with a continuously variable automatic transmission also come standard. The hybrid's electric power provides a smooth, strong stream of power. Driving as I usually do returns fuel economy of 35 mpg in mixed driving.

Placing it in Eco mode and practicing hypermiling saw the Maverick return a stunning 51 mpg. And this from a truck that can also haul 500 pounds of 4x8 sheets of plywood, 1,000 pounds of cement or tow a trailer loaded with a pair of jet skis. The 2.0-liter gas engine's performance is noticeably stronger, but fuel economy drops to the mid-20s. An available 2.0-liter turbo-4 with 250 hp and 277 lb-ft of torque hooked to an 8-speed automatic transmission is capable of towing up to 4,000 lb with an optional tow package.

Front-wheel drive will be standard, but an all-wheel-drive system with five drive modes including Normal, Sport, Slippery, Tow/Haul, and Eco will be an option. It uses a 2.5L four-cylinder engine that makes 162 horsepower on its own, and 191 horses when combined with the hybrid electric motor. Power goes to the front wheels through an automatic continuously variable transmission . The battery recharges through regenerative braking and doesn't get plugged in. Ford estimates fuel consumption of 5.9 L/100 km in city driving, and expects you'll get 800 kilometres on a tank of fuel. Despite its compact dimensions, the Ford Maverick looks rugged and tough like the average Ford pickup.

However, it's a unibody model riding on the Ford Escape's C2 platform. Under the hood, there's a 2.5-liter hybrid powertrain delivering 191 horsepower and 155 pound-feet of torque and linked to a CVT. An all-wheel drive system is not available with the hybrid powertrain.

A liquid-cooled lithium-ion battery residing under the rear seats powers the electric motor. By comparison, the 2.0L EcoBoost gasoline engine that's available across the Maverick lineup produces significantly more horsepower, enables a higher maximum towing capacity, and still offers 30 MPG on the highway. Another key difference is that every Maverick with the hybrid powertrain is front-wheel drive , but you can choose either FWD or all-wheel drive with the EcoBoost. The standard full hybrid powertrain in the 2022 Ford Maverick is the fourth-generation Ford hybrid propulsion system. It consists of an Atkinson cycle four-cylinder hybrid engine, paired to an electronic continuously variable transmission , along with a permanent magnet electric motor and liquid-cooled lithium-ion battery.