Audi A2 E-tron driven: cult-classic supermini returns with electric power

Long-lamented efficiency champion finally returns as 402-mile Volkswagen ID 3 rival

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Audi has been teasing us with the return of its A2 hatchback for some time, revealing a concept in 2011 then a one-off electric restomod in 2024 to mark the original's 25th birthday. Now the cult-classic supermini is back, revived for the EV era and wearing the E-tron badge.

The Audi A2 E-tron isn't just an opportunity for Ingolstadt to flex its nostalgia-fuelled muscles; rather, it is in effect the indirect replacement for the retired A1 and Q2, and it is the smallest, most affordable model in the firm's E-tron line-up.

The A2 borrows most of its underpinnings from within the Volkswagen Group, most notably the latest version of the MEB platform.

New Audi A2 E-Tron cars in stock

 Audi A2 E-tron 52kWh Technik Auto 5dr opens in a new tab
£29,899
 Audi A2 E-tron 62kWh S Line Auto 5dr opens in a new tab
£38,320
 Audi A2 E-tron 52kWh Technik Auto 5dr opens in a new tab
£30,325
 Audi A2 E-tron 52kWh S Line Auto 5dr opens in a new tab
£37,475
 Audi A2 E-tron 52kWh Technik Auto 5dr opens in a new tab
£29,995
 Audi A2 E-tron 84kWh Edition 1 Auto 5dr opens in a new tab
£52,430
 Audi A3 52kWh Sport Auto 5dr opens in a new tab
£33,699
View all 8 cars

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DESIGN & STYLING

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Being longer and taller yet a touch narrower than a Volkswagen ID 3, the A2 targets more premium compact rivals including the Volvo EX30 and Cupra Born. 

You only need to glance at the A2's short, bluff-nosed front end to know this car's lineage. The monovolume silhouette and split rear-window are all clear nods to the original, but the retro-styling has helped when it comes to efficiency, too, with the blanked-off grille and controllable front air inlet helping it achieve an impressive drag coefficient of 0.24.

This quest to maximise efficiency extends to the battery hardware. Audi has introduced lithium-iron-phosphate (LFP) packs for its entry-level and mid-rung models, and these can be charged to 100% without degrading, unlike nickel-manganese-cobalt (NMC) cells.

The entry-level 52kWh and mid-rung 61kWh LFP cars offer WLTP ranges of up to 261 and 317 miles respectively. Above them sits an 84kWh NMC car that promises up to 402 miles, or 387 miles in range-topping 322bhp form.

Prices start from £30,700 for the 52kWh car, rising to £48,350 for the top-rung Edition 1 variant (only the LFP models get the government's £1500 Electric Car Grant). All versions have single-motor rear-wheel drive, and Audi expects the 61kWh and 228bhp 84kWh models to dominate UK sales, so we're focusing on those here.

INTERIOR

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Move inside and the interior layout is very similar to those of other Audis. The digital addenda all works intuitively: the 12.8in central touchscreen is well-configured, and handy shortcuts on the home screen make operation seamless on the move. I also liked the pair of magnetic phone chargers and the row of haptic shortcut buttons for turning off the ADAS.

It's a shame, then, that some of the A2's materials don't have that premium tactility. The cloth material in our 61kWh battery test car felt cheap, and the sporty red S Line accents looked out of place.

In-built navigation systems often get overlooked by smartphone apps, but I really liked the A2’s set-up. It was intuitive and easy to read, and the augmented reality head-up display with its 3D arrows directing you made traversing Valencia much easier.
Sam Phillips
Senior Staff Writer

The 84kWh model felt more upmarket, however, with tactile knitted fabric on the doors and dashboard; the leatherette seats helped lift cabin quality, too.

Happily, the A2 E-tron goes big on storage front and rear, with a lots of cubby holes and comparments – and the 396-litre boot beats that of the Volvo EX30 (318 litres) and Cupra Born (385 litres).

I'm just over six feet tall and was impressed by the amount of head and leg room available, even if the slightly perched rear bench left my knees raised a touch high.

ENGINES & PERFORMANCE

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My 84kWh S Line test car revealed itself to be quite stern-riding on Spanish roads. There's an underlying firmness to the secondary ride and it lacks a cushioned feel over sharp-edged lumps and bumps. Shorter road imperfections are dealt with in a more controlled manner, though, and there's an ever-present feeling of composure, particularly at higher speeds on the motorway.

The steering is light and slow-geared but still accurate and predictable; swapping to Dynamic mode adds some welcome heft.

Traction from the rear axle is a bit of a mixed bag, with the odd squirm when accelerating hard from a junction. Switch the traction control to its Sport setting, however, and the A2 exhibits a surprisingly playful character. This is no Born, but it's quite happy to wag its tail a little.

With 228bhp, the 84kWh model feels brisk and has a nicely metered throttle. That being said, the 187bhp 61kWh version is hardly left wanting for cross-country pace. And despite its more conventional passive suspension, it's more comfortable than the 84kWh model on adaptive dampers: it doesn't feel as firm over large lumps and bumps and is equally composed on the motorway. It gets a little busy when dealing with abrasive surfaces at low speed, though, and while it rolls more, it's never short on grip.

The blending between the conventional friction braking and regenerative braking is more effective than some of the Volkswagen Group's previous efforts, but the pedal still feels inconsistent and noticeably long in travel. And I don't like how the regenerative braking reverts to its Auto setting of its own accord, meaning the brakes occasionally bite harder than expected.

MPG & RUNNING COSTS

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For all of Audi's efforts in aerodynamics and battery chemistry, real-world efficiency was only modest in my testing. The 84kWh car did 3.6mpkWh to the 61kWh car's 3.4mpkWh - both some way short of official claims of 4.4mpkWh and 4.8mpkWh.

Charging speeds are competitive across the range. The 52kWh battery can be charged at 100kW, the 61kWh battery 105kW, and the larger 84kWh NMC battery has a peak rate of 183kW. All can be charged from 10-80% in under 30 minutes. 

 

VERDICT

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Ultimately, the A2 blends everyday practicality with pleasing road manners and good long-distance refinement in a compact package. It can't quite emulate the hyper-efficient spirit of the original - especially given its modest real-world economy - but it retains its clever packaging while adding the comfort and composure the old car lacked.

To my mind, the mid-range 61kWh model is the pick of the A2 line-up. It will cost you a reasonable £33,900, and overall it captures all of the old A2's visual charm, unfussy usability and comfort without letting the price inflate too much.