Audi A2 e-tron Uses 12.8 kWh/100 km, an Audi Efficiency Record

The Audi A2 e-tron records a preliminary 12.8 kWh/100 km WLTP in 140 kW specification with the optional efficiency package, the lowest consumption figure Audi has announced. That equals 7.81 km per kWh, or about 4.85 miles per kWh.

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Dozens of small reductions produce that result. Audi combined cleaner airflow, low-rolling-resistance tyres, silicon-carbide electronics, a revised rear motor, a low-friction gearset and managed battery cooling. Audi plans an autumn 2026 debut and first deliveries before year-end.

Confirmed Audi A2 e-tron specifications

Audi released efficiency data before the full specification sheet. These numbers cover the 140 kW car with the efficiency package.

Audi has not released final dimensions, boot capacity, kerb weight or certified range. The related Volkswagen ID.3 Neo measures 4,287 mm (168.8 inches) long, 1,809 mm (71.2 inches) wide and 1,554 mm (61.2 inches) tall, with a 2,764 mm (108.8-inch) wheelbase. Those numbers only provide scale. Independent reports point to a €38,200 entry price, but Audi has not confirmed it.

A 0.24 drag coefficient does real work

At roughly 100 km/h and above, aerodynamic drag consumes over half of a car's road energy. Consequently, the A2 e-tron's 0.24 Cd carries real motorway value. Audi says the changes trim as much as 0.9 kWh/100 km from the same vehicle.

The rounded nose, descending roof and abrupt tail release air cleanly. Four devices control local turbulence:

• Air curtains guide flow around the rotating front tyres.
• Gap reducers narrow the opening between each tyre and wheel arch.
• Gap breathers vent pressure from inside the wheel housings.
• An active cooling shutter closes when the battery and electronics need no extra air.

In addition, Audi enclosed most of the underbody and smoothed the path from front splitter to rear diffuser. Closed wheel surfaces reduce turbulence. Together, these details cut the power needed to push air aside.

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The APP350 motor attacks three loss points

The MEB+ electric platform places a permanently excited synchronous motor at the rear axle. The APP350 unit supports outputs through 170 kW and 350 Nm; the APP550 reaches 240 kW and 545 Nm.

Specifically, Audi improved three parts of the 140 kW drivetrain:

1. Power electronics: Silicon-carbide semiconductors reduce partial-load switching losses. Variable frequency saves up to 20 watts; alternative modulation cuts switching losses by as much as 33%.
2. Electric motor: Audi reduced lamination thickness from 0.3 mm to 0.2 mm, limiting iron losses. A delta-connected stator shifts operation toward a more efficient speed zone.
3. Single-speed transmission: Low-friction oil and the tall 10.2:1 ratio reduce churning and motor rpm at higher road speeds.

From an expert perspective, the strategy targets daily operating points. Peak output sells performance; lower partial-load losses reduce every electricity bill.

The 61 kWh LFP battery favours usable life

The 61 kWh LFP battery supplies 58 kWh of usable energy. Cell-to-pack construction removes module hardware and lowers pack height, creating cabin legroom while improving packaging density.

LFP chemistry tolerates repeated 100% charging better than many nickel-rich alternatives. Its flat voltage curve sustains steadier output as charge falls. Looking at the data, adapted cooling raises wallbox efficiency to 89.6%, so less purchased electricity turns into heat.

The pack accepts 105 kW and moves from 10% to 80% in 26 minutes. In addition, bidirectional charging supports Vehicle-to-Load and Vehicle-to-Home. V2H starts in Germany, Austria and Switzerland and requires compatible home hardware.