New Audi A2 review: fitness for purpose first

Fitness for purpose: is there any more meaningful way to assess a car? Certainly not for something like the new Audi A2, a vehicle with several roles to fulfil but one overriding objective: to be USEFUL.

For a start, it is Audi’s entry-level model, taking the place of the A1 and Q2. It is also electric, yet Audi maintains it must serve as all the car a family requires - rather than merely a town car parked beside a Q7 for Cotswolds weekends. Finally, its name unmistakably references the aluminium-heavy, early-Noughties original, now a much-loved cult classic.

Audi A2 design: familiar shape, fresh purpose

The name and the profile evoke the earlier A2. However, the new model is not chasing the retro mood promised by the next TT. TG.com examined it in a German studio, where the references were clear enough. Yet a compact EV designed to be spacious, aerodynamic and long-ranging will naturally arrive at a similar formula: neatly abbreviated front and rear overhangs, a lozenge-like form and a divided rear window. Indeed, the model name had not even been selected when the design team began its work. Design chief Jakob Hirzel explains.

“An overly aero-oriented car usually has a teardrop shape but the A2 has edges, solid sculpted surfaces, and a proud volume at the front. It has its own character, and we were really pushing for that. The black panel in the nose absorbs all the sensors and clutter we have to package now. It gives the car a distinct face. The rectangle is an extrusion of the whole car, and you can see that it in the body sides and at the rear.”

Put another way, the A2 appears more mature and less Pixar-like than Audi’s original city car. Its broad wheelarches, slim DLO (glass area) and sharply angled windscreen reinforce that impression. The uncluttered flanks are also welcome, helped by small wing-tip electric door handles. Instead of monochrome, machined-looking paint finishes, Audi is offering assertive blues and a Pistachio green for the A2.

This is all intended to strengthen the car’s character, although the engineering is grounded by a 0.24 drag coefficient. Smooth aerodynamic transitions beneath the car and ‘gap reducers’ between the wheels and arches contribute, too. Wheel diameters range from 18 to 20in, with the expected EV-style aerodynamic optimisation, but they wear chunkier 225 to 235mm tyres. Those tyres are tuned for low rolling resistance and use higher-than-usual pressures.

More energetic motors should further separate the A2 from other Volkswagen Group models based on the MEB platform. The architecture has been given the Audi treatment here. Depending on output, the A2 employs the latest permanent-magnet synchronous motors. It is another illustration of the EV world’s constant incremental progress. Known as the APP350 and 550, the new motors receive numerous efficiency-focused revisions, including low-viscosity oil, highly polished gearbox spurs and more advanced stator and rotor parts. Costly marginal engineering improvements bring additional range, and that matters to everyone.

Audi A2 battery, range and driving technology

There are four outputs, spanning 167 to 322bhp, although even the most powerful A2 remains rear-wheel drive. There will be no quattro badge; instead, it reaches 62mph in 5.7 seconds, which is more than quick enough. Audi quotes 4.5 mi/kWh for the entry-level model and 4.3 for the most powerful version. With the optional efficiency package, the 187bhp variant is rated at 4.8 mi/kWH WLTP, making it the most efficient Audi ever. That is an impressive claim, and TG.com’s prototype drive indicates that more than five is achievable.

Buyers can choose from three battery packs with gross capacities of 52, 61 and 84kWh. The two smaller packs use LFP (lithium-ion phosphate) chemistry, whereas the largest is an NMC battery (nickel manganese cobalt). NMC offers greater energy density and better range, but is best charged from 20 to 80 per cent, as frequent charging beyond that point will cause degradation. LFP batteries cost less to make and avoid cobalt, though cold-weather charging is slower. The 228bhp A2 is the range leader; Audi claims ‘up to 401 miles’, while the more powerful versions support charging at up to 183kW.

An upgraded suspension is optional for the 228bhp version and fitted as standard to the flagship model. This is not a sports car, though. ‘Comfort’, ‘Balanced’, ‘Efficiency’ and ‘Dynamic’ driving modes follow normal Audi practice, while steering-wheel paddles adjust the amount of regenerative braking. One-pedal driving is available as well. Audi says that “linear steering comes as standard”, reassuringly, since non-linear steering sounds troublesome; select the Tech Plus package, meanwhile, and you get a variable-ratio system. Audi will confirm what that package includes, along with UK versions and trim levels, at a later date.

The full suite of current driver-assistance technology is included, naturally. Adaptive cruise assist merges cruise control with active lane guidance at speeds of up to 130mph, and can stop automatically at a red light. Park assist is offered, too. Alternatively, you could actually drive it yourself and learn to park it. It is not especially large.

Audi A2 interior prioritises tactility and utility

Returning to that fitness-for-purpose principle, Audi CEO Gernot Döllner introduced a new ‘strive for clarity’ philosophy when he revealed the Concept C a year ago. He also told me that part of the inspiration arose when he learned the company offered “more than 100” steering-wheel variations. Madness. The A2 offers two choices, neither of which I particularly like, but the remainder of the cabin shows some intelligent thinking. It is not solely built around enormous multimedia displays and an obsession with connectivity, either. Tactility and practicality take priority.

The key material is called Softwrap: recycled, or ‘post-consumer’, fabric extending across the dashboard and door cards before continuing into the rear of the cabin, ending at the window ledge. The section ahead of the passenger is attractively scooped out, while vertical air vents border each end of the dashboard. Small oblong inserts are dotted around and reference furniture. The material feels pleasant enough, although plastic quality declines the lower down you look. Door bins are generously sized. We are unconvinced by the perceived quality of the electric door release, but appreciate that the lock and unlock controls are located on the door itself. Logical.

Relocating the drive selector to the top of the steering column creates room on the centre console for a floating binnacle. Its phone tray accommodates two smartphones, both capable of wireless charging simultaneously at up to 25 watts. That substantially cuts charging time, while cooling prevents your phone from overheating. Magnets keep the handsets from moving about.

There’s an emphasis on tactility and utility here

The A2 is also the first car to feature Fidlock, a German fastening system combining a mechanical lock with magnets to secure cupholders and bags. Fidlock originated in cycling, forms part of an expanding ecosystem and appears effective. We attempted to break it, unsuccessfully. At the binnacle’s end sit five buttons: drive-mode selection, the ADAS quick key (hurrah!), hazard warning lights, cameras and traction control. More sensible thinking.

Audi’s panoramic MMI brings together an 11.9in main instrument display and a 12.8in curved touchscreen. Alongside the usual connectivity, it includes Audi assistant voice activation, AI functions and the option to use Microsoft Outlook and Teams onboard. Truly, there is no escape. The range-topping Sonos audio system has 14 speakers, a subwoofer and 660 watt output. Those seeking quiet will appreciate the clever aero-acoustics, which make the A2 notably hushed inside. A tailgate seal reduces wind noise around the antenna, an area where airflow typically becomes turbulent. The cabin is spacious in both rows, with respectable headroom despite the tapering roofline. Luggage capacity is 396 litres, rising to 1,336 litres with the rear seats folded.

The A2 supports bi-directional charging and Vehicle-to-Load, allowing it to run electrical equipment or send excess energy into your home - though not in the UK, yet.

Prices will begin at £32,200. That is competitive. The new A2 might not be the design and materials trailblazer its predecessor was, but it looks highly promising as a gateway drug into Audi’s increasingly capable e-tron ecosystem.