There’s no physical start button inside; as in the U5, a press of the brake pedal primes the electrics and gets the car ready to go. Step-off is quite lively, and the U6 is brisk enough to prove entertaining when you want it to be, with hot-hatchback-typical levels of performance. Gunning it from 0-62mph takes 6.9sec.
Power delivery is smooth and linear. There’s noticeably better throttle sensitivity and calibration than that of the earlier examples of the U5. A series of regenerative braking modes provide varying properties, including one-pedal driving with strong deceleration under periods of trailing throttle.
Refinement is also good. There’s a faint whine from the motor under heavy throttle loads and some tyre noise on coarse-surfaced roads, but overall the U6 is a quiet and relaxed car to drive.
The chassis tuning of the U6 was largely carried out in Europe, in partnership with Prodrive, the British outfit famed for running race and rally icons for BMW and Subaru and honing road cars such as the Aston Martin V8 Vantage and Mazda RX-8. But don’t presume that makes the U6 a sports SUV: the dynamics are dependable but don’t distinguish the car in any great way.
It grips well by front-wheel-drive standards, allowing you to string corners together with a good deal of confidence, and the damping and resistance to body roll (provided by MacPherson-strut front and multi-link rear suspension) are well judged, making for progressive body movements and generally controlled handling, but it’s hardly overflowing with feel. And while the steering is light and precise, it’s lacking in feel and feedback.