The 5-door wagon is an old format in the car business, abandoned by many manufacturers for newer niches like the SUV or crossover segment. Generations of consumers associate wagons with wood-grain and ill-spent summers of forced family "fun." This is hardly the kind of association manufacturers crave in an industry where brand images are assiduously cultivated.

But in the States at least, wagons based on European sedans have never had the stigma of the Griswold Family Truckster. They've generally been perceived as more stylish than that, but entrants like the newest Audi A4 take that concept to another level. Audi's new B8-generation A4 benefits from shared styling cues with more obviously sensuous models like the S5 coupe. Many elements from the two-door are carried over, such as the signature crease in the sheetmetal Audi designers refer to as the "tornado line." This swage line stretches from the edge of the car's squinting LED running lights, across the length of the car, and across part of the taillight. Here, the disappearing crease functions also as rear spoiler that eases airflow over the wagon's chunky stern.



Inside, the lavishness of larger Audis carries over into the new A4. Center-console controls for the navigation and audio system, for example, have filtered down from the A8 to cars that we proles can afford. An expansive two-paneled glass sunroof with a sliding fore panel and a power closing rear gate are optional. Aluminum-tracked trunk storage accessories carry over from the latest A6, while the optional Bang & Olufsen audio system uses much of the same components seen and heard in the S5. Useful features such as an optional high-voltage socket and a reversible luggage compartment floor with a recessed, easy-to-clean plastic surface on one side offer added functionality.

Part of the first generation of A4s to employ Audi's modular longitudinal platform (MLP), the Avant grows significantly in size compared with its forbears. It's both longer (by 4.6 inches) and wider (by 2.1 inches) than the outgoing A4, but it's also lower (by 0.7 inches) and lighter, which helps to make it more fuel-efficient. The A4 is also larger than key competitors like the BMW 3-series.



Sleeker and faster though it may be, only one in ten A4s are sold here as wagons, which is why Americans can get any drivetrain they want so long as it's a 2.0T quattro with the Tiptronic six-speed automatic. Audi says streamlining drivetrain offerings help its American profitability and lower complexity at dealerships, but one sole drivetrain leaves something to be desired when competitors like BMW offer rear wheel and all-wheel drive, with manuals available on both.

Though the '2.0T' name may be familiar, the engine under the hood is an all-new mill. The engine benefits from lower frictional loss and implementation of Audi's Valvelift system — a variable valve control scheme similar to BMW's Valvetronic that allows for 5 percent better fuel consumption. This next-generation 2.0T is also good for added power, up 11 hp and an impressive 51.6 lb-ft of torque.

Though Audi announced a new seven-speed dual-clutch DSG transmission for Europe, America will get an all-new and faster-shifting automatic. Audi of America officials say this is preferred by the American market in general, if not by the most ardent enthusiasts, and the new six-speed will be the sole shifting option for the 2009 A4 Avant.



On the Spanish island of Ibiza, we were able to test several drivetrain options in the A4 Avant, but none exactly the same as the American offering. Among the mix were a front-wheel drive, manual-transmission-equipped 2.0T S-line, and a quattro version with Audi's 3.2-liter V-6 mated to a six-speed manual. Between the two, we were able to get an accurate enough read to set expectations for what we'll see on these shores.

Starting out in the 2.0T, the new engine's considerable torque upgrade was obvious. In a front-wheel-drive application like our tester, spinning the two driven tires was no problem and almost a nuisance. Not as linear in delivery as a V-6, the new 2.0T nevertheless pulled with authority once the wheels hooked up.

On narrow, winding roads above the Mediterranean, it was apparent that the new A4 is markedly more dexterous than the old car. Even with the weightier V-6 in the nose, the new A4 clearly feels better balanced, as the engine now sits lower and further back in the chassis.

This more opulently kitted 3.2-liter was equipped with the Audi Drive Select (ADS) system. ADS enables the driver to adjust engine and throttle mapping, suspension damping, and steering weight to predetermined Comfort and Sport calibrations. Drivers can also choose custom-tailored configurations. On Tiptronic models like the ones we'll see in the States, ADS also controls shifting patterns — this replaces the S for 'Sport' position on the shift gate.

As a whole the ADS system is a great, albeit likely-to-be-expensive, option for driving enthusiasts. Comfort mode is smooth without being vague, and the Sport setting tightens things up without being obnoxiously harsh. Hard into some coastal mountain passes, we set the ADS to Sport and proceeded to stretch the system's legs a bit. Go hard into a turn while staying on-throttle and the anticipated understeer pushes the car wide, but lifting off corrects the line. Deactivate the stability program and the A4 Avant serves up an abundance of controllable lift-throttle oversteer.

In addition to the standard Avant, which goes on sale this fall, Audi admits it is considering a highboy allroad version of the car. Much less expensive to federalize if they stick to current drivetrains, the allroad version is expected to handily outsell the standard wagon, much like the Volvo XC70 outpaces its V70 sibling by a wide margin.

Diesel is another card that Audi could play here. Also, the fact that the German manufacturer has been surprisingly stingy with American drivetrain options this time around begs the question of whether it's saving its budget to federalize the upcoming 3.0 V-6 TDI that'll see duty in the Audi Q7 early next year.

There's much to love about this new Avant, even with the abridged drivetrain selection. But there's irony in this limited USA offering, since most Avant buyers tend to be early adopters who seek out the quirky and the different. But despite its short option list, the Avant deserves credit for taking a tired old paradigm and turning it into something infinitely cooler.

"There's much to love about this new Avant, even with the abridged drivetrain selection"


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