I MAX OUT The Maverick, Santa Cruz & Ridgeline, But Which One Wins The World's Toughest Towing Test?

[Music] [Applause] folks i have great news for you we have vehicles that you've been asking for the little trucks or the little pickups right yes and we're doing the world's toughest towing test because what good is a compact pickup if it cannot tow that's right we have the 2022 hyundai santa cruz and the 2022 ford maverick and a benchmark truck that we're using which is in a slightly different class which is a 2021 in this case honda ridgeline all-wheel drive stay tuned for a serious towing [Applause] [Music] here we are dude we are in the ridgeline about to descend the eye goblet world's toughest going test that's right we're establishing a benchmark by using the ridgeline ridgeline is a larger vehicle than the other two but it's something that we're very used to we've towed with this vehicle several times we have so as always i leave the uh the top of the mountain at 50 miles an hour and as soon as it goes over the speed limit which is 60 i'm gonna break it down and slow it down to 50 and count break applications that is correct you like our 707 horsepower rig yeah that's right it's a holiday rig painted just like santa sleigh and this video was brought to you by our sponsors at sinclair oil fill your four-wheel sleigh at one of over 1500 sinclair stations in 29 states in the west and midwest sinclair prides itself on offering top-tier gasoline with dyno care fuel additive in all octane fuels not just premium fuel dyno care is an additive that helps reduce engine deposits which translates to better fuel economy and lower engine maintenance costs over time sinclair gas is also a tier 3 fuel which meets the epa standards for lower sulfur emissions which makes the air a little cleaner between now and christmas day you can win 50 cents off per gallon up to 15 gallons if you go to sinclairoil.com the fastlane users of the dyno pay smartphone app connected to a sinclair mobile advantage account could win up to 70 cents off per gallon to all of our viewers across the nation and across the world we at tfl and sinclair wish you horsepower for the holidays and a happy new year so i think some people would say well why are you comparing this which is technically a mid-sized truck or pickup to these other two which are in a new class small pickup and i think the reason is simple because a lot of you out there asked for it i mean a lot of people did yeah and on top of that they are similar in terms of their design because this is a unibody construction however unlike those two this does have a subframe as well which helps it for load and for towing is that your second foot brake application this is my second brake application i'm noticing a couple things so first of all there is not a special tow haul mode in the ridgeline no there is normal sport sand in the mud i'm in normal right and it's not downshifting by itself too much question about our towing vehicle because necrons say it's okay and i even have my telephone that matches the two set roll uh yes it is a citroen du chevous 2cv but really the trailer weight we're using is a 4 000 pound load we have our flat deck trailer that i've lightweighted yeah it's a super legera uh i pulled out the ramps right uh we got the way down uh with this uh car here which is tommy's uh gem worth about four thousand pounds but we have a lot of drag tandem axles and this is representative of a larger maybe pop-up camper a decent sized boat or another camping trailer now this is maximum load for the ford but both the hyundai and the honda can tow up to 5 000 pounds and this v6 right now while it's rolling at about 3000 rpm and it's not super helping me to slow down i'm hitting my brakes for the fifth time now okay good time okay so here's what i'm gonna do i'm going to use the paddle shifters and down shift just um just to see what happens and i'm going to do the same thing in all three tracks okay how about this all right so let me downshift right now i just went to the third gear you're going to see if it holds 60 yeah or 59 in this case okay it is holding dude so the revs went up to about 5500 rpm i am in third gear i manually selected it using the paddle shifters which is fun it's actually dropping and it's dropping interesting so i think that what's happening here is the largest displacement engine it's a three and a half years right it has enough move to get some back pressure going and actually uh control the speed of the truck and trailer we brought the honda ridgeline here because up until now this was basically the only unibody although mid-sized pickup truck yeah it's a unibody but it does have a subframe and it was in a class of one because it was really unique in that class so we're using it as a benchmark because we know how this vehicle runs we know how it tows we know how it feels uh and this engine is a three and a half liter v6 280 horsepower 262 pound-feet of torque made it to a 9-speed automatic transmission and it's all-wheel drive that comes standard and it has the vtm torque vectoring system attached we're almost done yeah we're almost down this is the last part where there might be one more oh here it is i have to i have to so this is nine yes i think this is the last one yeah so if you guys were to actually see the layout of going downhill and how it works the last uh mile or so it's a little bit flatter it's a little bit flatter and doesn't you know push us down that hill so the final result for the ridgeline this new one with four thousand pounds nine brake applications on the way down let's see how it performs on the way up that sounds like a great idea coincidentally all three trucks we're testing they have different trailer brake controller solutions the ridgeline here does not have a factory integrated brake controller for the trailer we are required to have brakes over 3000 pounds here in colorado so we're using this prodigy remote brake controller the way it works is i plug in the trailer into the this box right here and then the box itself goes to the truck and then we have a little remote that nathan is hooking up to be able to uh have brakes so as always on the way up the icon like the world's office towing test uh we're starting at about 35 miles per hour i'm gonna reset the trip meter and you uh reset the tell me when and now there we go so what you're going to try to do now is get to 60 as quickly as possible that is part of this and then maintain 60 up the hill did you hear it grab yeah kicked in yo oh okay so that was it yeah but you know it's finding its torque at the upper rpm range yeah it was this is a very revvy v6 it likes to go higher rev for maximum output and it doesn't mind getting there pretty quickly so now the mountain is biting do you want to do a quick sound test it's averaging around 67. 67 decibels yes okay so it's not loud 70 decibels or below is pretty quiet actually right like you and i are talking probably 85 decibels yeah so this engine is just powerful enough right right the epa rating is 21 mpg which is about average uh and uh you know 280 horsepower is okay yeah so it's nothing maybe to write home about but but that's adequate i would say for this vehicle but you're maintaining 60 yeah just about 61 60 right now i'm trying to stay within limits of course but i'm asking everything from this engine and power plant and powertrain so it's working hard it is working hard we aren't telling 4 000 pounds right yes okay so its maximum is 5 000 pounds and we've done its heaviest load before this is not the first time we've towed with this very same honda we always check the suspension squad to make sure we understand how the truck will behave and then we test it empty the ridgeline was at about 34 and a half right now it's at about 33 and a quarter so it's about an inch and a quarter of squat which is not a big deal about 400 pounds of tongue weight on this load 4 000 pound trailer let's take it up and down the mountain uh dude i'm using 100 throttle i can see our tunnels and i can see almost see the very end of this uh uphill yeah well we're doing pretty good in terms of time so far we haven't lost a lot in terms of speed now this is where having forced induction would really help or having even a hybrid in some cases not all cases so having the ability because the air is then up here the air density huh really does affect the way naturally or normally aspirated engine performs yeah dude so you know what happened here so i never really lost speed i maintained right now i'm once again maxed out on my throttle but i never felt like i was losing speed right so it's it's doing perfectly good it uh i mean i would love it to talk at the leash a little bit more i'm sure other people would say that as well all right and we may have to shut down a little bit early here okay tell me when let's see still maintaining so it would be right about tell me i'll tell you in a second there now let's call it a day because they just shut down this um light here so what was it 7 43 i think that's pretty close because we're slow down on our distance quarter miles maybe less than a quarter mile yeah we're far away 6.7 can you take a picture of this please no there's direct competition between the santa cruz and the maverick really begins right right and they're both compact little pickups unibody right they both have turbocharged engines yes they do uh but this is a larger displacement of the two two and a half liters of displacement four-cylinder turbo 281 horsepower and 311 pound-feet of torque on premium fuel with an eight-speed dual clutch right that's right you can get a naturally aspirated engine and a regular eight-speed automatic transmission in the base model but this this is the one you want if you're going to tell a lot and if you want to haul butt and it's rated to 5 000 pounds of towing so let's see how it does dude i've been waiting for this for so long santa cruz on the ike you know we did have a santa cruz before yes and we did a lot with it but one thing we couldn't do with it was tow because they didn't have the hitch ready for it so now we do we have proper setup proper wiring trailer brake controller let's do the downhill run right now the same procedure right measuring brake applications hit it so i'm leaving the tunnel as always it's 50 miles an hour which is the speed limit and we're going to be within you know between 60 and 50 miles per hour that's right so whenever it goes above 60 he's going to apply the brakes and lower down to about 50. so here's the thing it's a little bit funny in my mind okay because hyundai when they developed the santa cruz gave it you know first of all this turbocharged engine lots of capability for towing uh which was five thousand pounds right uh-huh here's your first brake application uh-huh but ooh it downshifted once interesting just once but and you had this in smart mode right yes but i was just about to say there is no tow haul mode which is special for towing which is a little weird because the one competitor this really does have which we're doing the ford maverick does have a tow mode yeah and uh integrated controller for brakes on the trailer yeah so very difficult number two dude okay number two right now all the parameters seem to be in line the brake i don't have any brake fade after what six brake applications sounds like you're about to do seven seven let me see just for a second let me downshift myself four third gear do you see that i hope you guys can see it but the refs came up yeah and let's see if it'll hold me it's holding better than it was without that's for sure so it is doable it is doable um it's still accelerating though yeah we're at 60. 61 is when the wi-fi breaks there you go okay so no matter what the point is here um it still will go over that this is a vehicle that's built more for efficiency than towing obviously and mostly you know kind of all around do everything you know chores right you guys saw what we used in the ridgeline which was our remote controller here in the santa cruz this is an aftermarket brake control that was mounted here by your driver's left knee this is the next solution you can do obviously the santa cruz is pre-wired for wiring it has a two inch receiver seven pin connector but it requires this additional part which could be anywhere from hundred to three hundred dollars maybe in the future we will be testing the lesser brother i should say of this vehicle which is actually one i'm more interested in and that's the one that has the naturally aspirated engine and a regular eight-speed automatic transmission i have a feeling that it's going to perform completely different than this vehicle yeah that's number 11 right that is 11 that's 11. i think the most we've ever done is 12. yeah and and this goes for like the full size and mid-sized trucks yeah heavy duties is a whole different ball of wax because they have engine brakes right uh exhaust brakes etc actually there's a there's a midsize that has that too the uh the colorado right yeah the car yeah which is impressive i think after this point we're good right it would be you but now it's still not over i have to apply it all right that's 12. 12 brick applications so that max is our max matches our max i knew i meant to say the right way another bro dozer so there you have it guys uh downhill performance uh 12 brake applications 12. i still have no brake fade so the brakes are still with me yeah uh trailer brake controller is enabled and engaged so we're using trailer brakes as well to slow down but it's a little bit high on brake applications as always we're using our gen y hitch and because on the santa cruz the the hitch receiver itself the two inch receiver is kind of low we're going all the way up on this height adjustable hitch this works okay dude are you ready to accelerate in santa cruz on this world's toughest throwing test that's right i'm all zeroed out and so just tell me when and we will go okay and as always we're gonna start at 35 and i'm gonna mash the pedal okay are you ready yep and now okay so we're rolling aha so the turbocharger is kicking in oh yeah it's looking good it revved up to about you know five to six thousand rpm and there boom i'm at 60. it was good performance that was really good performance actually so acceleration is good you know what i noticed uh driving around town especially with this heavy trailer which is about 4 000 pounds right um there was a little bit of lag you know it was you know i had like very little acceleration at first and then boom it kind of hits hits you so it's got a spool up but it's also a dual clutch yes um and that's another thing to keep in mind that with the dual clutch sometimes especially in traffic i noticed that there's a little bit of lag before it really clicks where it needs to go i really noticed that with german cars by the way um actually if you notice it's been around 3000 rpm to maintain 60 and it's not downshifting for me i mean it's not hunting at all it's wonderful i like that too that is that is the mix-up for the brake applications going down the hill we always measure suspension squat on our icons that's because it gives us an idea about the ride comfort and capability loaded with a trailer i'm at about 32 and a half inches unloaded it was about close to 33 and three quarters so it's about an inch and a quarter squat which is not very much with this trailer weight so the suspension should behave nice but that's why we're doing this test to find out for sure okay so let me change lanes because we always measure sound uh when we're in the middle lane right because this this right lane the semi truck lane is very rough and there's a lot of potholes here so let me change lane right now and let me let's all shut up it's a bouncing around between 60 and 64. that's really good anything uh below 70 decibels is a whisper it's a mouse that's good the only thing i heard was the hitch hanging around a little bit yeah i heard over all this yeah on one of the bumps it definitely banged once yeah it's interesting this sort of sits in between the ford and the honda because it can tow as much as the honda technically speaking um its payload is very close to the forts uh and it's very curious because if you get different versions of any of these vehicles you can change some of those numbers a little tiny bit all right we're getting close yeah so this is the the finishing up the uphill section so i'm still maintaining speed no no issue i'm at 60 miles per hour oh finally it doesn't this is like the toughest part this is the toughest part dude there it goes now it's begging for mercy okay um ready to stop just tell me when yeah i will let you know and also we'll take a snapshot of the fuel efficiency readings hey julie second light [Music] and ready now 752.07 okay that is fantastic 6.7 mpg um so perfect run it was just under eight minutes which is benchmark time yeah benchmark time uh 6.7 mbg well but we're breaking new ground here with new trucks right yeah that's that's a really good number near maximum load for this vehicle so let's go jump into the maverick now shall we yes so we know how the ridgeline did it yep now we know how the santa cruz behaved yep now it's time to put this maverick on this ultimate test it's going to be interesting because this is in some ways very different than the other two because first of all it does have a tow haul mode it does have a trailer brake controller which is integrated i believe it's an option right yes it's got a different type of transmission than one it's got a different engine you know it's just like not as powerful no yeah so same procedure i'm letting off we're leaving the top of the mountain at 50 miles per hour let's see how it behaves i am guessing this is my prediction that it will be a little bit better than the santa cruz as far as brake applications yeah because uh that's what kind of ford engineers were talking about they wanted to instill a little bit more of a truck flavor to this they even said that they went to the f-150 and looked at some of the things it does when they were designing this yeah so they didn't want to leave that off the table right so here's my first brake application let's see if it downshifts it did so it did downshift and now it's just over 3000 rpm let's see if that helps us so already behaving very differently than the other two pickups yes and now the rpms are building slightly and i think it's helping us a little bit there oh i think it's helping us a lot yeah all right guys so you saw the premium powertrain in the santa cruz now this is the premium one in the maverick two liters of displacement turbocharged and 250 horsepower and 277 pound-feet of torque on premium fuel which we're using that's right and it has an eight-speed automatic transmission as opposed to the dual clutch that's inside the santa cruz so a little bit different there this one does have all-wheel drive but you can get these with front wheel drive but why doesn't it have like a cover for the engine why is it so ugly yeah people complain about that also look at this there's paper under here i'm guessing early production is going to have this maybe they'll change it later so to recap nine applications with the benchmark and that is the honda ridgeline and twelve applications with the hyundai sent to cruise and this is uh because it's a tuberculosis the two liter like we talked about it um has what they call the 4k towing package 4k just stands for 4 000 amps right that's the maximum load and we're maxing it out we are we're at the basics yeah so no joke once again we're not easy on the fabric no and what's the payload on this one because it's four wheel drive it's not quite as high as the two-wheel drive exactly it's about 1350 pounds so it's less than the santa cruz it's less than the ridgeline and this is my third third got it yeah you know i think it's taking longer for this thing to spool up to speed than the other two yeah i can tell that too i also like that i have the very visible coolant gauge i have of course fuel and tack it's i wish i had the transmission gauge i know that's a compact truck and it's not a heavy duty right i'm aware of that uh but so far the brake pedal feels great uh so the brakes are behaving just fine my temperatures are in check correct and we are now one of the steeper parts of the brain there are two unique features that you can get with the ford maverick and that is trailer brake controller and tow haul mode and here's the trailer brake controller on the left side and let me show you the tow home mode there's number seven okay [Music] we're getting close to being done dude you haven't downshifted manually on this though no let's try that now okay as soon as i get to about 57 that's what i've done with the others and [Music] i guess i have a knob dude i have a knob so i'm putting it in low i don't think it makes a difference interesting oh there downshift it again dude okay so you're in low yeah so i'm using the low gearing mode it's not intuitive no no uh the others have paddle shifters plus and minus everything was easy uh this one is not as intuitive as that there's no way that you can bounce to the gears with any type of shifter there's just a knob and all you can do is hit low and we had to be below a certain rpm for it to kick in yeah now let's go back all right so it did hold me in low once we dropped below a certain rpm yes yes that's not ideal actually i would like to know which gear i was in right no but it's not that accelerating any further 55 miles an hour so the final call dude is uh nine brake applications for the maverick let's review benchmark with nine yep twelve for the santa cruz right nine for the mavericks so the maverick i would say performs more like a mid-sized truck and less on the braking and less as a compact now the big question is how is it going to perform going uphill it's a very good question fully loaded the maverick with the trailer i'm just under 32 inches so i would say that was about an inch and a half of squats overall so comparable to the others [Music] let's see how the ecoboost does up the mountain this is going to be very very telling once again 35 miles per hour i'm going to nail it you ready yep now here we go all right the trip meter is reset let's listen all right so she's working your foot all the way down yes okay and we are now at six ma'am so you know that felt like the ridgeline to me maybe even a little bit slower yeah but it didn't struck it just took it just it just took its time as immediate maybe and in the santa cruz something actually different happens first there's not a lot of power and then boom the afterburners kick in yeah and it didn't take that long when you hammered it right so i would say an acceleration with the trailer the santa cruz out of these three is just maybe a little bit snappier i would agree 100 so so far you know the transmission feels fine the suspension like we just mentioned on the way down i would say definitely notice of this difference noticeably yeah and it's not a bad thing necessarily for towing but it's not as good for like day-to-day driving i would say both of the other two vehicles the santa cruz and the honda are much more forgiving dude let's measure the sound level and see how that goes right here we go so i saw it going between say 64 and 66 and then it would bounce a little bit to 67 but i think 66 was sort of where it was averaging so that was interesting the benchmark was at about 67 right the rich line the santa cruz was quieter yeah noticeably about 64 decibels or below yeah um and this is matching the honda in the way yeah and what's interesting this vehicle when it's idling for especially from the outside you can really hear it um i think it's the injectors that make a lot of noise so maybe there's not quite as much insulation like we saw under the hood yeah you know maybe there's not quite as much sound deadening there but the cabin the glass sounds quiet here yeah it's okay but i'm also hearing a lot of bumping and whatnot on the outside where i wasn't hearing it with either vehicle that competed against it so it is a little bit what i would call a primitive ride by comparison i think that's a fair thing to say there is the coolant temperature did come up but it's still within limit okay and we're close uh tell me when i'll tell you when so and stop the clock now okay when you said stop the clock is actually when i stop okay sorry okay so at 52.39 you can add a second to it dude was that identical to the santa cruz i think that was pretty much identical yeah but once again six and a half mpg 6.5 6.5 okay 6.5 mpg so the beautiful part about this test was that the maverick and the santa cruz were fully optioned models of their own kind that's right and they're comparable uh we'll tell you guys the pricing right now yep and we also need to decide who won that is correct so dude so the maverick lariat turbocharged all-wheel drive every option just about 37 grand yeah the santa cruz 41 and a little bit more so it's more expensive yes the performance on the ike the maverick uh lost a point because of its fuel efficiency that is correct but the santa cruz lost more points on braking that's right lost three points right so right now the maverick is slightly winning it matched the ridge line a little bit closer yeah now how do we decide well it's subjective that's the other part now one thing we can agree on is that the ride in the ford was the worst out of the three now remember we're not really scoring the ridge line because that's just the benchmark and we're comparing the other two to it so compared to the hyundai i would say that the ford writes much rougher and it was just very jiggly on the road but it had good control of the trailer yes and the santa cruz was comfy i think the seats were a little bit more comfortable more comfortable uh i felt a little bit more at ease driving it it was less so your vote is for what i'm gonna pick the hyundai well the ford is four grand cheaper is that does that change your mind no no i like the way the power works in this vehicle yes okay brake applications were an issue and it doesn't have any tow aids really i mean it doesn't do anything like the ford does however for me in terms of comfort driving comfort power delivery everything that i did it did better than the ford in my book and i picked the ford and not because i'm a fan boy yeah but because it's trucky it's got an integrated brake controller it's got a turbocharged power which was enough it's got you know the hitch everything is set up a little bit better so let us know what you think one more thing i know what to say what the hyundai is a little bit more like a car and the ford is a little bit more like a truck there you go you're welcome and i'm a truck dude stay with us uh 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Channel: The Fast Lane Truck

Views: 343,535

Keywords: TFLtruck, ford maverick, 2022 ford maverick, ford maverick vs hyundai santa cruz, hyundai santa cruz vs ford maverick, ford maverick truck, hyundai santa cruz, new ford maverick, 2022 hyundai santa cruz, maverick vs santa cruz, ford maverick 2022, 2022 ford maverick vs hyundai santa cruz, santa cruz, hyundai santa cruz truck, maverick, hyundai santa cruz pickup, ford maverick price, 2022 maverick, ford maverick review, 2022 ford maverick pickup truck, honda ridgeline

Id: 4JfF4IovTY0

Length: 30min 27sec (1827 seconds)

Published: Tue Dec 21 2021