The Rivian R2’s arrival comes at a difficult time for electric cars. They’re more politically polarized than ever, and legislation around the world has shifted away from their rapid ascension. And yet, the R2 might be exactly the car the market needs if electric vehicles are going to continue to grow in popularity here in the United States.

From the moment that the brand highlighted the R1T concept at the 2018 Los Angeles Auto Show, it was clear that Rivian wasn’t like other startup automakers jumping on the opportunity presented by the electric vehicle push. Like Tesla, the company is massively software-focused and takes a huge amount of pride in the sheer amount of vertical integration that it has achieved. Rivian makes its own components, writes its own software, and has even developed its own zonal architecture in place of traditional domain-based ECUs. It’s an approach that has required an immense amount of engineering talent and labor (as well as capital expenditure), but one that has truly come to define the brand’s existing products. It also allows Rivian to eliminate a significant amount of supplier cost, which is a major factor in why the brand will be able to bring an R2 to market at a hair over $46,000, including destination. This isn’t just some decontented R1, however. This is an all-new machine aimed right at the heart of the SUV market, propulsion system be damned.

The R2 rides on a bespoke unibody platform that forgoes some of the “overbuilt” elements of the extremely robust R1 platform. The SUV is much more compact than its range-topping sibling, measuring around 15 inches shorter in length and over 10 inches shorter in height than the three-row R1S. The cabin itself is still spacious in both the front and back seats, helped along by that flat floor provided by the battery tray. Every R2 comes equipped with an 87.9 kWh pack composed of high-density 4695 cells, which is managed by an all-new in-house controller informed by the previous rework of Rivian’s low-voltage electrical systems. Rivian says that the pack should provide R2 Performance customers with up to 330 miles of range, while being able to charge from 10-80 percent in under 30 minutes at a DC fast charger. I didn’t test charging speeds during my short test in the R2 Performance, but the range estimate feels spot on from my time in the SUV.

The R2 also sees the debut of Rivian’s new Maximus motors, which are smaller and cheaper to produce than the units found in the R1, but are no less impressive. This Performance model packs a drive unit at either axle, providing all-wheel drive, as well as 656 hp and 609 lb-ft. While not quite as extreme as the Tri- and Quad-Motor R1 trims, the R2 is more than capable of ripping off a 0-60 mph sprint in 3.6 seconds. Wheel sizes range from 19 to 21 inches, depending on your trim and package selection, with either a bespoke Pirelli All-Season or BF-Goodrich A/T tire wrapped around them. Both tire options go to show how serious Rivian is about maximizing performance and efficiency from the R2.

The Performance model also benefits from a set of semi-active dampers, which bring a genuine blend of on-road comfort and off-road performance. That said, the real dynamic range of the dampers is targeted at smoothing impacts when heading down trails. Even with the largest wheels available, my Performance tester never translated unwanted road feedback through the cabin. I can’t speak to the tuning on the brand’s first fully passive system slated to arrive with the base model. The engineers assured me that the passive system is tuned more for on-road comfort and poise than off-road performance.

Thanks to that buttery-smooth powertrain underfoot, the Rivian R2 feels like a genuine premium vehicle around town. The accelerator tuning is well-suited for a leisurely trek, but it never keeps that performance far from a weighty big toe. Given that the SUV is a whole ton lighter than its bigger brother, acceleration feels nearly as furious when you bury the skinny pedal, though the dual-motor setup provides immense traction. The R2’s new by-wire brakes with a hydraulic booster provide great feel and power when it comes time to slow down, and help hide some of the blending between the regen and friction braking systems. The former can be jerky in the stronger modes, but with a little practice, the R2 is best enjoyed via one pedal.

The real surprise came via the steering setup, which is not only perfectly weighted in each of its drive modes, but also provides some genuine road texture. That’s particularly true in Sport Mode, which slacks off the electric booster in the hopes of giving you a more engaging partner. The low center of gravity and incredibly stiff structure also mean the SUV is more competent than it needs to be in the corners. While you likely wouldn’t buy an R2 with the express purpose of hooning it around, Rivian has ensured that the truck feels great when you decide to let all those horses run. It’s a genuinely fun SUV.

The R2 does not feature the hydraulically linked sway bars or air bag suspension of the R1 models. They’re just plain expensive and frankly a bit overkill for the off-roading goals that the brand has established for the R2. That’s not to say it isn’t a capable wheeler, though. The SUV has 9.6 inches of ground clearance, as well as approach, breakover, and departure angles of 25, 20.6, and 26 degrees, respectively. The short overhangs make it easy to step on and off of ledges, and revised motor tuning speeds up the traction control system’s response to wheelspin on rocks. The suite of onboard cameras has been upgraded for R2 and is great for avoiding pinstripes and wheel dings on the tighter trails. It might not kick a Wrangler Rubicon out of a wheeler’s garage, but it’s far more competent than most owners demand.

Driving any Rivian on- or off-road requires getting accustomed to the brand’s infotainment and UI. A new infotainment controller behind the screen helps smooth out and speed up the system in R2, providing the closest thing to a “smartphone” experience I’ve encountered yet. The brand heard customers’ complaints about a lack of hard buttons and opted to ignore them, instead installing the new Halo Switches in the steering wheel. These multi-function rollers use the SUV’s brain power to cycle functions and the haptic response depending on which page you have open at the time. It’s certainly an improvement over simple touch controls, though I think it will take owners a bit of time to get fully comfortable using them. The R2 is also bolstered by Rivian’s autonomous tech features, with unmonitored hands-free driving expected to come via an update down the road. I didn’t find the existing Universal Hands Free system all that confidence-inspiring, but I will withhold full judgment for the time being. A Lidar suite is also slated for a late launch, so if that added sense of safety matters to you, I would skip the early order process.

Whether or not you are interested in electric vehicles, the Rivian R2 is hard to dismiss. It’s comfortable, performant, tech-laden, and stylish. It still feels like a Rivian product, even if it’s devoid of some of the R1’s most defining features. That’s impressive in itself, but doubly so given the price point. This Performance model stickers at $59,485, including destination. I’m not sure there’s another SUV at that price—regardless of propulsion type—that could persuade me to ditch the R2. The fact that the entry-level model will sticker around $45,000 makes the package all the more exciting.

Rivian needs to sell a boatload of R2s to officially make the transition from niche automaker to mainstream brand. After my experience behind the wheel, I don’t think that should be too hard.