Above: 1972 Ford Maverick Grabber - 302 V8, three-speed manual, column shifter - same vehicle in the lead photo (photos courtesy of Mecum Auctions)
By the late 1960s, American automakers were beginning to feel the pressure from imported small cars. The success of the Ford Falcon, which debuted in 1960, was waning. Ford needed a new compact that appealed to younger buyers and could be produced cheaply.
Above and below: 1970 Ford Maverick Estate Coupe design concept - it's too bad that Ford never manufactured this beauty. Although, the trunk area of the concept car is a bit over-the-top.
Lee Iacocca, then an executive vice president at Ford (and the father of the Mustang), wanted the Maverick to be affordable, attractive, and easy to build. It was designed as a "throwaway car"—cheap to purchase, inexpensive to operate, and not expected to last a lifetime. It took design cues from European cars but retained American styling with a long hood and short rear deck.
Above: Samuel Augustus Maverick served Texas as a land baron, an attorney, a politician, and as mayor of San Antonio. He also signed the Texas Declaration of Independence on March 3, 1836, and stayed to help draft the Texas Constitution. In 1867 his name, maverick, was first used to describe someone free and independent because he refused to brand his cattle, leaving them unmarked as belonging to any man or herd.
Samuel Augustus Maverick, a Texas pioneer who didn't brand his cattle, making his herd appear unowned, was the inspiration for the Ford Maverick name. Ford sought to associate this level of independence and free-spiritedness with the new compact car. The Maverick's emblem was also created to resemble the head of a Longhorn cattle, further reinforcing the connection to the word "maverick," which referred to unbranded range animals.
Above: Maverick emblem with Longhorn cattle icon
Above: 1970 Ford Maverick - photo courtesy of the Ford Heritage Vault
The Maverick debuted as a two-door coupe in April 1969. Early advertisements highlighted its $1,995 starting price, making it appealing to younger and budget-conscious consumers.
Above: 1970 Maverick 170 cubic inch (2.8L) inline six engine, rated at 105-horsepower
Initially, the Maverick came with:
A 250 cu in (4.1L) inline-six was added later. While not performance-oriented initially, the Maverick focused on fuel economy and low maintenance costs.
Above: 250 cubic inch (4.1L) straight six cylinder engine with a chromed valve cover (stock would be painted Ford blue, like the engine block and air cleaner assembly)
Its styling was relatively sleek for a compact, with a semi-fastback roofline, minimal ornamentation, and a straightforward dashboard. Options like automatic transmission, air conditioning, and AM radio were available.
Above: 1971 Ford Maverick models from a 1971 Ford models brochure (photo courtesy of Ford Heritage Vault)
Above: 1971 Ford Maverick Grabber (photo courtesy of the Ford Heritage Vault)
In 1971, Ford introduced the Maverick Grabber, a sportier trim with:
The Grabber capitalized on the muscle car craze but remained modestly powered and priced.
Above: 1972 Maverick 302 cubic inch V8 engine with a two-barrel carb and factory air conditioning (photo courtesy of Mecum Auctions)
A 302 cubic inch (4.9L) V8 was added to the options list in 1971 and continued in 1972, enhancing the car’s appeal to those seeking more performance without the higher insurance premiums of full-blown muscle cars.
Above: Page from a 1973 Ford Maverick brochure (photo courtesy of Ford Heritage Vault)
To broaden the Maverick’s appeal, a four-door sedan was introduced in 1971, but gained more prominence by 1973. This version aimed to attract families who needed more interior space and rear seat accessibility.
Above and two below: 1973 Ford Maverick - 302 V8 and automatic transmission with 13,000 original miles (photos courtesy of Mecum Auctions)
Federal safety mandates led to the adoption of larger, energy-absorbing bumpers starting in 1973. These bumper changes slightly disrupted the Maverick’s clean styling but were necessary to meet regulations.
In 1973, Ford introduced the LDO (Luxury Decor Option) package, which included:
This move aligned with a broader trend of offering luxury options on economy cars.
Despite changes in the industry, the Maverick remained popular. By 1973, Ford had sold over 1.3 million Mavericks. It was among the top-selling cars in the U.S., proving the compact segment had staying power.
Above and two below: A 1974 Ford Maverick brochure shows a four-door Maverick in the foreground that is equipped with the Luxury Decor Option (LDO) - photo courtesy of the Ford Heritage Vault.
Above: 1975 Ford Maverick Grabber in the 1975 Ford Maverick brochure (photo courtesy of Ford Heritage Vault)
Above and two below: 1976 Ford Maverick brochure cover artwork (photo courtesy of Ford Heritage Vault)
By the mid-1970s, the Maverick was beginning to show its age. It faced intense competition from newer designs like the Chevrolet Nova, Toyota Corolla, and Ford’s own Pinto and upcoming Fairmont.
In 1976 and 1977, updates were minimal:
Above and below: Two photos of 1977 Ford Mavericks from the 1977 Ford Maverick brochure (photos courtesy of Ford Heritage Vault)
The Maverick was discontinued after the 1977 model year. In total, Ford produced over 2.1 million Mavericks, making it one of the most successful compact cars of the 1970s.
Above and several below: You're not required to bring an American pony or muscle car back to factory new. You may choose to restomod your 1972 Ford Maverick (photos courtesy of Mecum Auctions).
Above and two below: The 1972 restomod Maverick sports a 347 cubic inch twin-turbocharged stroker V8 Ford engine. It also has a fully custom leather interior.
The Ford Maverick symbolized the transitional period in American automotive history:
It remains a favorite among classic car enthusiasts, particularly the Grabber models and V8-equipped versions.
Today, Mavericks enjoy a modest but growing following in the classic car community. Their simple mechanics, distinctive design, and nostalgic value make them popular with restorers and younger collectors.
In its debut year, the Maverick nearly matched the Mustang's legendary first-year sales, with a whopping 579,000 units rolling off the line—leaving the Mustang's 1970 sales in the dust at under 200,000. By the time the curtain closed in 1977, the Maverick had strutted its stuff to the tune of 2.1 million units across North America. Having the advantage of 20/20 hindsight, the vast majority of American pony and muscle car aficionados would rather have a 1970 Ford Mustang than a 1970 Ford Maverick (but I digress).
Above: 1970 Ford Mustang Boss 302 - 1970 Ford Maverick or 1970 Ford Mustang - what would you rather own now (proof that hindsight is indeed 20/20)?
The 1970–1977 Ford Maverick was a product of its time—born from the need for fuel-efficient, affordable transportation during a volatile economic era. Though it never achieved the cultural icon status of the Mustang, it served millions of Americans with reliability and style. As one of Ford's best-selling compact cars of the 1970s, the Maverick deserves recognition for its role in bridging the gap between American muscle and the modern commuter car.
Should you be building a 1970-1977 Ford Maverick, now you have a great source for finding restoration parts, performance items, and those finishing-touches accessories to get your Maverick back on the road at Classic Industries.
Above: 1972 Ford Maverick Grabber with a 302 V8 and a C4 three-speed automatic transmission (photo courtesy of Mecum Auctions)