The Audi A2 is back, and that may be one of the least likely automotive comebacks of the decade.

When the original Audi A2 arrived at the turn of the millennium, it was a bold engineering statement rather than a commercial success. Its aluminium spaceframe construction, radical aerodynamics and unusually spacious cabin made it one of the most fuel-efficient small cars of its era, but buyers never fully embraced it and Audi reportedly struggled to make money from it. Two decades later, the A2 has become a cult classic among enthusiasts who appreciate uncompromising design.

Now Audi has revived the nameplate for the electric age. The new Audi A2 E-tron was not conceived as a nostalgic retro project in the mould of the Mini or Renault 5. Instead, Audi’s engineers set out to create a compact EV smaller than the Q4 E-tron and as aerodynamic as possible. The surprise is that, when you optimise a hatchback for efficiency, you naturally arrive at something remarkably A2-shaped.

A design driven by aerodynamics

The new A2 E-tron’s proportions reveal how strongly aerodynamics dictated the brief. A short, bluff front end flows into a smooth, monolithic body, minimising changes in airflow direction. The teardrop profile is truncated at the rear for practicality, while the split rear window improves visibility without sacrificing aerodynamic performance.

This is not a direct visual copy of the original A2, but the resemblance is unmistakable because both cars were shaped by the same engineering priorities.

Audi has also resisted the temptation to make the new car a technological moonshot. Unlike the all-aluminium original, the A2 E-tron is built on the Volkswagen Group’s latest MEB electric platform, a decision that keeps costs under control and allows it to serve as an indirect replacement for the discontinued A1 and Q2.

New battery technology and a more efficient motor

The latest MEB architecture brings significant upgrades. Most notable is the switch to lithium-iron-phosphate (LFP) chemistry for the mid-range battery option. Unlike traditional nickel-manganese-cobalt packs, the LFP battery can be routinely charged to 100 percent without the same long-term degradation concerns, making it particularly attractive for daily use.

Audi has also adopted Volkswagen Group’s new APP350 permanent-magnet motor, which has been engineered for lower energy losses. Thinner internal components, lower-viscosity lubricants and a separate oil pan reduce drag within the drivetrain, improving overall efficiency.

In effect, the A2 E-tron is Audi’s premium interpretation of the Volkswagen ID 3, but with a stronger emphasis on refinement, design and aerodynamic optimisation.

Rivals: Renault Megane, Volvo EX30 and Mini Countryman E

Audi has not yet published full dimensions, but the A2 appears similar in size to the ID 3. That places it in the heart of the compact electric hatchback market, where its key rivals include the Renault Megane E-Tech, Volvo EX30, Mini Countryman E and Cupra Born.

With BMW and Mercedes-Benz still lacking direct electric equivalents to the 1 Series and A-Class, Audi has an opportunity to establish the A2 as a genuine premium compact EV.

Interior: more Audi than Volkswagen

Although the cabin remains partially disguised, it is clear that the A2 borrows heavily from Audi’s latest models rather than from the ID 3. The digital screens, steering wheel and distinctive column-mounted controls feel closer to a Q3 than to Volkswagen’s hatchback.

The layout is intuitive and the materials feel solid, but the cabin lacks some of the tactile richness associated with classic Audis. Physical buttons are scarce, and the thick screen bezels look less sophisticated than the rest of the design.

Audi has introduced knitted-look fabric across the dashboard and door tops, echoing a trend seen in recent Minis. The overall ambience is intentionally understated, though it does not obviously feel more luxurious than a Renault Megane E-Tech.

The manually adjustable cloth seats are excellent, however, and the driving position is spot on: upright enough to preserve the original A2’s practicality, yet low enough to feel like a conventional hatchback.

Rear passengers benefit from generous headroom and acceptable knee room, although the high battery floor forces a slightly awkward seating position. Boot capacity has not been confirmed, but it is expected to be close to the Cupra Born’s 385 litres.

Efficiency first: 300 miles from a 58kWh battery?

Audi’s first drive programme focused squarely on efficiency. The test car used the new APP350 motor, a 58kWh usable LFP battery and optional sport suspension, which lowers the ride height to reduce aerodynamic drag.

The route through Denmark and southern Sweden was hardly a thrilling proving ground, but it produced an eye-catching 5.4 miles per kWh. If that figure proves repeatable, the A2 could realistically deliver around 300 miles of real-world range from a relatively modest battery, comfortably ahead of many similarly sized rivals.

Even with more enthusiastic driving, efficiency in the high-fours appears achievable, which would still be an outstanding result for a compact premium EV.

Audi has also given drivers extensive control over energy recuperation. Steering-wheel paddles and the drive selector allow everything from full coasting to strong one-pedal driving, making it easy to tailor the car to personal preference.

Ride comfort: avoid the sport suspension

The pursuit of efficiency has introduced some compromises. The optional sport suspension fitted to the test car was exceptionally firm, to the point of becoming tiring even on the excellent roads of southern Sweden.

Body control is impressive and the chassis never feels brittle, but the ride is simply too harsh for a car whose mission is relaxed long-distance efficiency. For UK roads in particular, the standard suspension is likely to be the wiser choice.

Road noise from the Bridgestone Turanza 6 tyres was also noticeable. Dry-road grip was respectable, and the rear-mounted motor gives the steering a clean, uncorrupted feel, but refinement is not yet class-leading.

Is the new Audi A2 worthy of the name?

Enthusiasts will inevitably point out that the new A2 is not the radical engineering experiment that made the original famous. Audi was never going to approve another unprofitable aluminium showcase car, and judging the newcomer by that standard misses the point.

The more relevant question is whether Audi has created a distinctive premium EV rather than merely rebadging an ID 3. On first acquaintance, the answer appears to be yes. The A2 E-tron has its own visual identity, its own cabin atmosphere and a clear focus on aerodynamic efficiency that echoes the spirit of the original.

A definitive verdict will require more time on a wider variety of roads and in different powertrain versions, but the early signs are encouraging. The new A2 feels recognisably Audi in its design, driving position and engineering priorities, and its efficiency is genuinely impressive.

Ironically, this electric reboot is likely to be more commercially successful than the petrol and diesel A2 ever was. Whether it will inspire the same loyal following over the next twenty years is another question entirely.

Source: Audi