When Audi first released the RS4 Avant in the year 2000, it was lauded as a supercar slayer. Available only as a wagon, it paid homage to the barnstorming Porsche-collaborated RS2 of the early 90’s, and it was the ultimate sleeper.
But for those who knew, the menacingly pumped guards and large wheels hiding oversized braking hardware was the best kind of thirst trap. The latter was necessary to slow the march of the Cosworth-fettled 2.7-litre twin turbo 6-cylinder, producing 283kW.
For perspective, the 911 Porsche Carrera of the day was producing just shy of 224kW, and would deploy the sprint to 100km/h in 5.2 seconds. The RS4 could register what was considered three magic digits – 4.9. The formula captivated yours truly way back in 2002.
The culprit, a striking navy-blue B5 in an often-frequented underground carpark. Fast forward too many years to count without feeling old, and the formula has continued in the form of the latest variant, the B9 RS4 Avant.
The visual heritage is carried over with pumped guards, larger wheels and serious braking hardware all present. Importantly, under the bonnet one finds a 2.9-litre V6; which with the aid of twin turbochargers produces 331kW and 600Nm.
It’s backed by an 8-speed “Tiptronic” convertor automatic gearbox, which sends drive to all four wheels, allowing the uber-wagon the famed Quattro moniker. The combination is the vehicular representation of Jekyll and Hyde.
This machine is capable of switching from grocery getter to mountain carving monster at the drivers will. It also comes with a soundtrack that would wake the dead, with a beaming smile from ear-to-ear.
This writer reckons red should be reserved for vehicles that wear a yellow badge with a horse on it. But the RS4 Avant softened this opinion. The combination of Progressive Red against 20-inch charcoal metallic wheels stands out.
Throw in some gloss blackouts and matte carbon details across sleek lines, and you have a car that is simply sublime. It’s a metallic red too, so it’s impossibly bright in the sun. Those with more subdued tastes can choose from five other hues in the palette.
Inside, the first thing we noticed were the bucket seats. Covered in honeycomb stitched Dinamica and leather, with matte carbon backs, they are the real deal. You lose all electric adjustability bar the seat heating, but to harp on that is to miss the point.
They sit perfectly low in the cabin and provide ample lateral support, with slots in the seat back for harnesses should you decide to go down that path. They present as part of a Competition Plus pack, which adds plenty.
The list of performance related additions including “pro coil-overs”, a top speed increase to 290km/h, fixed ratio dynamic steering and tweaked software for the diffs and gearbox. Ticking the box for the “RS Design Pack” adds even more goodies.
For that, you’ll get an Alcantara steering wheel and gear knob, each featuring contrasting Crescendo Red stitching. They’re equally lovely to look at and use. The same pack adds red details to the seat belts and more Alcantara around the interior.
A panoramic sunroof shines ample light into the cabin and accentuates the matte carbon fibre trim that runs across the dash. It’s interrupted by a 10.1-inch central infotainment screen. The driver has a handy head-up display too, given the frenetic pace.
For when we weren’t pushing, the Bang & Olufsen 3D sound system feeding from wired and wireless Apple CarPlay and Android Auto is a delight. There’s a good mix of buttons and everything is logical, but the overall design is showing its age.
That’s especially so given the current shape has now been on the market for close to a decade. Rear seat passengers do lose a little room with the front buckets, but it’s only marginal and adults could travel on shorter trips.
While back there, they can access a third air-conditioning zone and a couple of USB-C ports. A wagon capable of a sub-4 second dash to 100km/h is not only intriguing but affords tremendous utility.
That includes a cavernous 505-litres of boot space with the rear row up and 1495-litres with it folded. The provided luggage net is handy given the handling prowess, and it’s also here that you will find the keys to adjust the aforementioned coil-overs.
Hitting the console mounted starter button fires up the turbocharged six pot, which settles to a muted throb. The truth is, whether the valves on the RS Sport exhaust system are open or not, you know this isn’t your garden variety A4.
The whole package is as analogue as it gets in 2025 and it’s evident in simple things like drive modes. Aside from Auto which will take in your inputs and make adjustments for you, there is Comfort and Dynamic – simple.
Two RS modes also allow you to create custom options among settings for things like exhaust, suspension, gearbox, differential and throttle tunes. Selecting drive and moving off in the default “Auto” reveals a comfortable but firm ride.
That’s despite the reduced ride height owing to the coil-overs too. Comfort further softens things, but Dynamic was our mode of choice. It firms up suspension and opens the exhaust valves, along with adjustments to gearbox, diff and throttle programs.
The beauty of the RS4 Avant is the ability to drive in nondescript comfort around town, doing the shopping or picking the kids up from school. When the opportunity presents though, it arcs up like an angry feline, ready pounce with every facet of its being.
Nowhere is this readiness more evident than in the way it handles. Huge 6-pot front calipers clamp 375mm discs, with Pirelli P-Zero Corsa rubber all round, making preparing for a corner easy, with only a light playful wag of the tail on the untidiest of entries.
Turn in is sharp, but chassis rotation is a revelation. We first experienced it on a familiar sharp off-camber bend; thankfully mid-corner adjustability is just as strong a trait. It’s also here that the aesthetically pleasing steering wheel turned into the perfect tool.
It’s well weighted, communicative and among the most responsive we’ve come across. As expected, powering out was a highlight, with little-to-no AWD characteristic power understeer, presumably owing to the tricky diffs forward and aft.
Then there’s the soundtrack. It’s a metallic wail interrupted only by the burps of the dual-clutch-quick 8-speed selecting the next gear, only to pin the lucky occupants back into their seats again.
It’s just as well safety is adequately covered, because the above combination will have the lucky driver hunting for corners to devour. The list is long and distinguished, with everything from airbags, to an excellent 360 camera and Audi pre-sense front and rear.
Active lane assist and collision avoidance assist also feature. Alas, the days of the RS4 Avant as we know it, are numbered. As you read this, the new A5 replacement for the A4 is being launched to the Australian media.
There is no indication of an RS wagon in that line-up yet, but we would be very surprised if there isn’t one in tow. We’re certain it will not be like this though, which means getting into one, with every option box ticked, is a must.
It will set you back $191,405 plus on-roads, and while that’s no small number, you do essentially get three cars in one; a daily driver with supreme utility, the perfect early morning mountain carver and a track car capable of taking laps of punishment.
You don’t need two kidneys, just remember that. As a result of the changes to the Audi Australia model line-up though, you will need to talk to your local dealership to secure a 2025 RS4 Avant.
To get a low rate finance quote, talk to Australia’s best reviewed car finance broker; Credit One. To see a great range of vehicles for sale, check out OnlyCars.com.au.
Our test vehicle was supplied by Audi Australia for independent review purposes. Exhaust Notes Australia has not been paid to review this vehicle.
