![]() What’s more, it was an even better deal than Datsun and Toyota models in the same price range. There were all kinds of reasons to buy Maverick over a VW Bug. You could buy a Maverick for less than a Volkswagen Beetle and get more room and solid reliability from its peppy inline six. By mid-year 1970, Falcon was offered as an intermediate sedan in the base two- and four-door bodies, then dropped from the Ford line altogether as the Maverick gained sales momentum.įord promoted the new compact Maverick as an “import fighter” with more bang for the buck and a base sticker price of $1,995. It was sportier than the more vanilla-looking 1966-70 Falcons, all while being built on the same basic platform with minor differences to the firewall and body structure. Maverick was ultimately a replacement for the Ford Falcon compact as the 1970 model year unfolded. The 250 was no match for the 302, delivering smoother power and better fuel economy than the 250, albeit being more expensive. A popular misconception was that the 250 offered better fuel economy than the V-8, however, that simply wasn’t the case. Very few were ordered, especially when you consider the 302 cid V-8 arrived in the 1971 model year. The raised-deck 250-cube big six arrived later on the Maverick’s option sheet. ![]() There was the optional, sporty Maverick Grabber with exciting graphics and hood “hickies” introduced later in the 1970 model year for those who wanted a little more. The Maverick was launched much as the Mustang was with very limited options and two available engines – the standard 170-cubic-inch Falcon-based inline six or a larger 200-cid seven-main-bearing six-cylinder with either a three-on-the-column or an optional SelectShift three-speed automatic transmission. I was just 13 when Ford introduced the new Maverick compact car on the Mustang’s Fifth Anniversary on April 17, 1969.
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