The new A2 follows in its predecessor's footsteps, with impressive efficiency and quirky styling.
The original Audi A2 was a bit of an oddity when it debuted back in 1999, but today it sits comfortably among the icons of the four-ring brand. Nearly 21 years after the aluminum-bodied efficiency special ended production, Audi is giving the idea of a distinctive, highly technical small car another chance.
The name is familiar, but the concept behind it is new: The new A2 e-tron will arrive at the end of 2026 as Audi's cheapest electric car, set to be built in Ingolstadt. During an initial static preview of the new A2 e-tron, we got a detailed first look at the car and spoke with those responsible for its technology and development.
Gallery: Audi A2 e-tron (2027)
Dimensions and design
At 170.1 inches (4.32 meters) long, the A2 e-tron sits squarely in the traditional compact segment. Thanks to the same underpinnings as the Volkswagen ID.3 Neo and Cupra Born, Audi's new entry-level EV boasts a rather impressive 108.8-inch (2,764 mm) wheelbase, the same as the larger Q4 e-tron. This leads to more interior room, despite having a smaller body overall.
Audi is also taking an efficiency-focused approach to aerodynamics. In its most economical configuration, the A2 e-tron has a drag coefficient of 0.24. To achieve that, engineers developed air curtains at the front, so-called gap reducers around the wheel arches, and an active cooling-air intake. The latter remains closed during normal driving and opens only when cooling is needed—for example, while charging, under high power demand, or in high ambient temperatures. The underbody is also completely flat.
According to Audi, the aerodynamic tweaks can reduce WLTP energy consumption in the 188-horsepower model with the efficiency package by up to 1.4 kWh per 100 miles (0.9 kWh/100 kilometers), bringing it down to 20.6 kWh/100 miles (12.8 kWh/100 km). The efficiency pack is offered only for the 188 hp version and includes the sleeker S line exterior package, the sport suspension, and special 19-inch aero wheels with lower-rolling-resistance tires. As a general rule of thumb, the A2 rides on wheels ranging from 18 to 20 inches.
Just like any modern Audi, the new A2 e-tron has some pretty fancy exterior lights, with four individual signatures, one of which is an active digital signature with an animated effect. At the rear, it also features active turn signals.
The doors are completely flush, with small grab handles, similar to those fitted to the Ford Mustang Mach-E. They operate electrically and include a secondary safety layer in case the vehicle electronics fail after damage.
Another everyday-use detail is the towing capacity: All power levels are expected to be able to tow up to 3,527 pounds (1,600 kilograms). According to Audi, that explicitly includes the entry-level model.
Our first impression of the styling: Audi has succeeded in separating the A2 from its corporate siblings while also giving a subtle nod to the original A2. The rear end in particular, with its squared-off, spoiler-like finish in the style of its predecessor and its sharp taillights—am I the only one seeing a hint of Honda Integra Type R here?—works well. Various design details and the finish look distinctly premium and help separate the A2 e-tron from its many, including Chinese, competitors. Given the prices, that is also absolutely necessary. More on that in a moment.
Interior, cargo space, and infotainment
For infotainment, Audi uses its now-familiar panoramic display with an 11.9-inch digital instrument cluster and a 12.8-inch infotainment screen. An optional augmented-reality head-up display projects speed, navigation instructions, and media information into the driver’s field of view.
Climate controls are handled through the central screen, though Audi has at least put some functions on the steering wheel, which features proper buttons and rollers. And for those who like talking to their car, cloud-based AI models support more natural voice interaction. A route planner with charging stops is also integrated, but that should no longer surprise anyone.
Audi is among the first automakers to bring the advantages of the Fidlock system into one of its vehicles. Fidlock combines strong magnets with a mechanical latch, allowing items such as a cupholder, a charging-cable bag, or a cargo-area strap to be attached very easily and positioned flexibly. I found it to be a useful new feature during my brief time with the new EV.
Three modular Fidlock adapters in the center console and a matching cupholder are standard. The center console also offers numerous storage areas, including open space for a handbag and a closed compartment beneath the center armrest.
Because it is a standardized system, all compatible Fidlock products—including those from the cycling or outdoor worlds—can also be used in the vehicle. Optional, for whatever reason, are three additional Fidlock points in the cargo area: two in the left-side cargo trim and one in the right-side cargo trim. Audi says the system will continue to be expanded over time.
Another interesting new feature is optional Audi Connected Work. The system can link to a Microsoft 365 business account and, for example, summarize the day’s appointments, read emails aloud, or bring a Teams call onto the screen.
Wireless smartphone charging is standard. The gear selector moves to the steering column in the A2 e-tron, freeing up space for two charging trays that secure phones magnetically and charge at up to 25 watts. The front doors can hold PET bottles of up to 42 ounces (1.25 liters), while the center console can accommodate 51-ounce (1.5-liter) bottles. In total, Audi touts beverage storage for up to 1.1 gallons (4 liters).
As for interior space, Ingolstadt is deliberately not positioning the A2 e-tron as a traditional small car. Instead, Audi describes it as a vehicle that could serve as a family’s primary car, pointing to range and towing capacity as well. Based on this first look experience, that claim is not unfounded. There's a good sense of space in the front seats, and the rear bench is fairly generous, even with yours truly, at 6 feet 1 inch (1.85 meters), sitting behind his own driving position. There is also enough headroom, even with the optional 17.2-square-foot (1.6-square-meter) glass roof.
One compartment farther back, things look good too: Cargo volume measures 14.0 to 47.2 cubic feet (396 to 1,336 liters). Audi emphasizes usability here: Three large suitcases can fit with the load floor lowered. The team had them on hand during the preview, and they did fit. There is also a frunk with a rather modest 0.5 cubic foot (13 liters) of volume, though that is enough for a charging cable or small dirty items.
As with the recent Q4 e-tron facelift and the new Q7, the A2 e-tron gives the impression that Audi has taken criticism of its interior quality to heart. The materials do not feel luxurious, but they do make a more than acceptable impression. The so-called “Soft Wrap”—the fabric covering that extends from the dashboard into the rear doors—is appealing. Audi also now uses very soft plastic over larger areas, even on the lower sections of the inner doors.
Powertrains and batteries
Technically, the A2 e-tron is based on a version of the Volkswagen Group’s MEB 31 architecture, the platform also used, unsurprisingly, by the ID.3 Neo and Cupra Born. When asked what exactly is going on with MEB and MEB Plus, and the differences between them, product manager Herman Verbeek responded almost smugly.
He said MEB Plus is a term that has become common in the press but does not officially exist. There is the aforementioned platform as Variant 2 for the Audi Q4 e-tron, Volkswagen ID.4, and similar models, and then there is Variant 1, which the new A2 e-tron uses. The soon-to-arrive Volkswagen ID. Polo and Cupra Raval will use MEB 21, the smaller front-wheel-drive version of the architecture. Just to settle that once and for all.
Audi A2 e-tron (2027)
While the larger MEB 31 vehicles, such as the Q4 e-tron, are also available with all-wheel drive, that is not planned for Platform Variant 1. In other words, there will be no A2 e-tron with electric quattro all-wheel drive. According to the engineers, all-wheel drive was considered, but the expected volumes for such a version in the compact segment would be too low to justify the additional development work.
Four output levels are planned at launch: 168, 188, 228, and 322 horsepower. All versions are rear-wheel drive, and the most powerful variant is said to accelerate from 0 to 62 miles per hour (0-100 kilometers per hour) in 5.7 seconds, while topping out at 124 mph (200 kph). A version with even more power is in development, so expect an S2 e-tron that could potentially land in the roughly 375- to 402-hp range.
For propulsion, Audi uses updated versions of the familiar APP350 and APP550 electric motors. The power electronics use silicon-carbide semiconductors, which are intended to minimize losses. There are four recuperation levels, one of which is designed to enable one-pedal driving.
The battery lineup is a bit more complicated. There are three battery sizes: 52, 61, and 84 kilowatt-hours. Audi uses lithium iron phosphate cells, or LFP, for the two smaller batteries and promises a robust chemistry with good aging stability. They are built using a cell-to-pack design. Meanwhile, the 84-kWh nickel-manganese-cobalt battery, or NMC, is module-based and reserved for the 228- and 322-hp versions.
Driving range tops out at 401 miles (646 km) on the WLTP cycle, depending on the combination of motor, battery, and equipment. (That would translate to roughly 343 miles on the EPA cycle) The aforementioned 188-hp version with the efficiency package records the lowest WLTP consumption at 20.6 kWh/100 miles (12.8 kWh/100 km).
Fast-charging capability also varies by version. According to Audi, the two more powerful models with the 84-kWh battery can charge at up to 183 kW DC, with a 10-to-80% session taking about 29 minutes. The 188-hp version can charge at up to 105 kW, while the base version reaches up to 100 kW.
Asked about the somewhat modest 100- and 105-kW maximum charging rates in the lower-output A2 versions, Audi counters that the LFP battery, thanks to its cell chemistry, can accept a high charging rate across a relatively broad state-of-charge window.
Here's an overview of all the specs:
| Technical data |
A2 e-tron 125 kW |
A2 e-tron 140 kW |
A2 e-tron 170 kW |
A2 e-tron 240 kW |
| Drive | Rear motor; 125 kW (168 hp); 350 Nm (258 lb-ft) | Rear motor; 140 kW (188 hp); 350 Nm (258 lb-ft) | Rear motor; 170 kW (228 hp); 350 Nm (258 lb-ft) | Rear motor; 240 kW (322 hp); 545 Nm (402 lb-ft) |
| 0-62 mph / Vmax | 8,8 s / 99 mph (160 kph) | 7,9 s / 99 mph (160 kph) | 7,0 s / 99 mph (160 kph) | 5,7 s / 124 mph (200 kph) |
| Battery capacity (usable/gross) | 50 / 52 kWh | 58 / 61 kWh | 79 / 84 kWh | 79 / 84 kWh |
| WLTP consumption/100 km | 13,7 kWh | 12,8 kWh | 13,9 kWh | 14,2 kWh |
| WLTP Range | 263 miles (423 km) | 320 miles (515 km) | 401 km (646 km) | 391 miles (630 km) |
| Max. charging power AC / DC | 11 / 100 kW | 11 / 105 kW | 11 / 183 kW | 11 / 183 kW |
| 10-80% DC charge time | 24 min | 26 min | 29 min | 29 min |
| Weight | 4,056 lbs (1,840 kg) | 4,056 lbs (1.840 kg) | 4,210 lbs (1,910 kg) | 4,255 lbs (1,930 kg) |
Bidirectional charging is also included. Vehicle-to-load, or V2L, allows external devices to be powered at up to 3.6 kW via a 230-volt outlet in the cargo area or through an adapter that plugs into the charge port. That means the A2 e-tron can run tools, an electric grill, or other devices, for example.
Vehicle-to-home, or V2H, can also turn the vehicle into an energy storage unit for the house. A compatible DC wallbox is required, however. At launch, V2H is initially planned for Germany, Austria, and Switzerland.
Despite its technical relationship to other MEB models, Audi wants to give the A2 e-tron its own, more dynamic character through chassis tuning. The steering and damper calibration were specifically adapted. Progressive steering is available depending on equipment. Thanks in part to rear-wheel drive, the turning circle is just over 33 feet (10 meters).Pricing and equipment
Price and equipment
The Audi A2 e-tron will be available to order in Germany starting in fall 2026, with deliveries beginning in December. The German-market starting price is €38,200 euros ($44,400 at current exchange rates). Meanwhile, a comparable Volkswagen ID.3 Neo starts at €33,995.
That's quite the difference, but standard equipment on the entry-level A2 e-tron is extensive. It includes the large curved display, navigation, a rearview camera, Level 2 driver-assistance functions, wireless smartphone charging, and bidirectional charging functions. Three equipment packages—Tech, Tech Plus, and Tech Pro—will also be offered. Annoyingly, at this price point, the heat pump costs extra.
The 61-kWh version starts at €41,900. In 228-hp form with the 84-kWh battery, the A2 e-tron costs €48,900. The top-spec A2 e-tron with 322 hp is priced at €51,200. There are currently no plans to sell the A2 e-tron in the United States.
The bottom line
Technically, the new Audi A2 e-tron is a polished VW ID.3 Neo tuned for maximum efficiency. There are certainly worse starting points, but the designers have managed to give it a character of its own and, surprisingly, quite a bit of presence. The first impression is promising, including the perceived quality and thoughtful packaging of the interior.
Here’s hoping it has a better fate than its predecessor and doesn't have to wait 15 to 20 years after production ends to be properly appreciated. Its pricing is certainly ambitious, but we're looking forward to the first drive.
RECOMMENDED FOR YOU
Jeep Wagoneer EREV Production Delayed By 6 Months: Report
Tesla's Cybercab Is Finally Here. So Is The Competition.
Rivian Just Made The R1S And R1T Feel A Whole Lot Newer For Free
Sales Of Hybrids Are Soaring. That’s Bad News For EVs
This Tesla FSD Ride Through Brussels Went Well. Mostly
More Plugs, Less Power? The Surprising Math Behind Better EV Charging
The Tesla Cybercab Is Already Being Investigated For Not Having A Steering Wheel