Audi A2 e-tron

Audi announced the Audi A2 e-tron on March 17, 2026. The compact electric model revives a name associated with efficient packaging and low energy consumption, and it will become Audi’s new entry point to electric mobility.

In August 2026, Audi released the first detailed technical information and allowed journalists to drive camouflaged prototypes. The tested 140 kW rear-wheel-drive version with the optional Efficiency package has a preliminary WLTP consumption of 12.8 kWh/100 km, making it the most energy-efficient Audi yet.

The world premiere and order opening are planned for fall 2026. Production takes place at Audi’s main plant in Ingolstadt, Germany, and the first deliveries are due before the end of 2026.

Key prototype data

Specification	Audi A2 e-tron 140 kW with Efficiency package
Drive	Rear-wheel drive
Output	140 kW (190 PS)
Battery chemistry	Lithium iron phosphate (LFP)
Battery capacity	61 kWh gross / 58 kWh usable
Preliminary WLTP consumption	12.8 kWh/100 km
Drag coefficient	0.24
Maximum DC charging	105 kW
DC charging, 10–80%	26 minutes
Bidirectional charging	Vehicle-to-Load and Vehicle-to-Home

These figures apply specifically to the 140 kW prototype with the optional Efficiency package. Complete certified specifications for the full range will follow at the world premiere.

What the prototype drive revealed

The media prototypes combined the 140 kW APP350 rear motor with the 58 kWh usable LFP battery. Published test drives recorded consumption of approximately 12–14 kWh/100 km, depending on route and driving style. One 134 km drive returned 12.1 kWh/100 km at an average speed of 51 km/h, while more dynamic driving produced a figure closer to 14 kWh/100 km.

These are trip-computer results from pre-production cars, not standardized or independently certified range tests. They nevertheless support Audi’s preliminary 12.8 kWh/100 km WLTP claim and show that the A2 e-tron prioritizes efficiency over headline performance.

Early drive reports describe the car as quiet and refined, with better sound insulation than its closely related Volkswagen models. The rear-wheel-drive layout delivers smooth, predictable performance rather than an overtly sporty character. Final suspension tuning and performance figures remain subject to change before production.

Audi A2 e-tron prototype during road testing

MEB platform and rear-wheel drive

The prototype drive confirms that the A2 e-tron uses the Volkswagen Group’s MEB architecture, shared with the latest Volkswagen ID.3 and Cupra Born. This corrects earlier expectations that the car might use the smaller front-wheel-drive platform developed for models such as the Volkswagen ID. Polo.

Audi has confirmed two rear-mounted drive units:

APP350: used by the lower-output versions, with up to 170 kW and 350 Nm
APP550: used by the most powerful version, with up to 240 kW and 545 Nm

Audi has previously published four output levels of 125, 140, 170 and 240 kW. Final market-specific versions and performance data will be confirmed at launch.

The APP350 has been optimized for efficiency with:

Silicon-carbide semiconductors that reduce switching losses
Thinner 0.2 mm motor laminations to reduce iron losses
A delta-connected stator winding that moves operation into more efficient speed ranges
Low-friction transmission oil
A long 10.2:1 reduction ratio to lower motor speed on faster roads

Audi says the revised drive operates up to 10% more efficiently than the previous design.

Side profile of the camouflaged Audi A2 e-tron

LFP battery and charging

The 140 kW model uses a 61 kWh gross, 58 kWh usable LFP battery. Its prismatic cells are bonded directly into the housing in a cell-to-pack design, improving packaging density and reducing the battery’s height.

LFP chemistry contains no nickel or cobalt and is designed for a long service life. Audi says owners can regularly charge it to 100% without the daily charge limit commonly recommended for nickel-based batteries.

DC charging peaks at 105 kW, with a stated 10–80% charging time of 26 minutes. Audi also reports an AC charging efficiency of 89.6%, an improvement of 1.3 percentage points achieved through revised cooling and control software.

Battery sizes, chemistry and charging performance for the other power variants have not yet been officially detailed.

Audi A2 e-tron prototypes at a fast-charging station

Bidirectional charging

The A2 e-tron supports two ways of supplying energy from the traction battery:

Vehicle-to-Load (V2L): powers external equipment through a socket in the luggage compartment or an adapter at the charging port
Vehicle-to-Home (V2H): supplies energy to a compatible home electrical system when used with an Audi-recommended wallbox

V2H is initially planned for Germany, Austria and Switzerland. Availability in other markets has not been announced.

Aerodynamics and design

The A2-inspired silhouette is functional as well as stylistic. The rounded nose, long flowing roof and sharply defined rear help the Efficiency-package car achieve a drag coefficient of 0.24. Audi says its aerodynamic measures reduce WLTP consumption by as much as 0.9 kWh/100 km compared with the same car without them.

Key details include:

Active cooling-air shutters that remain closed when extra cooling is not required
Air Curtains that guide airflow past the front wheels
Gap Reducer and Gap Breather elements around the wheel arches
Aerodynamically optimized wheels and low-rolling-resistance tires
A largely enclosed underbody with clean transitions to the rear diffuser
A roof spoiler and split rear window that reinterpret the original A2
Compact electronic winglet-style door releases with a mechanical interior backup

Aerodynamic wheel and front-end details on the Audi A2 e-tron prototype

The production design remains camouflaged, but the prototype clearly shows a five-door hatchback with short overhangs, a long wheelbase and a tall, space-efficient cabin.

Interior and practicality

Audi kept much of the prototype interior covered during the media drive. Journalists were nevertheless able to confirm a wide digital display layout, Audi’s current multifunction steering-column controls, Audi software and an available augmented-reality head-up display. Some physical controls remain, although the final dashboard has not been revealed.

Reports from the rear seats describe headroom and legroom as generous for the compact footprint and broadly comparable with the ID.3. An electrically operated tailgate will be available. Exact dimensions, luggage capacity, screen sizes and the final equipment structure remain unconfirmed.

Range, variants and price

Audi briefly published a maximum range of up to 649 km WLTP and a German starting price of €38,200 before removing the pre-launch data from its model page. Treat both values as preliminary until the final homologated range and price list are released.

Audi’s Swedish model preview currently lists two launch specifications:

Proline: 125 kW, LED lighting, navigation and infotainment, adaptive cruise assist and a parking package
S line: 140 kW, Matrix LED headlights, powered tailgate, convenience key and upgraded exterior trim

Battery and range figures for these individual trims are not yet listed. Higher-output 170 kW and 240 kW versions are expected to follow or be detailed at the world premiere.

Still to be revealed

Certified WLTP range and consumption for every version
Battery capacity and charging curve for the 125, 170 and 240 kW variants
Acceleration, top speed and towing capacity
Exterior dimensions, weight and luggage capacity
Final interior design, screen sizes and option structure
Prices and equipment for markets outside Germany