2004 Audi S4

Underway, and motoring quickly, the S4's Quattro all-wheel-drive system is virtually transparent on dry pavement—and you'll be glad it's there on wet surfaces. Fully 60 percent of the torque output goes to the front wheels when pavement is dry, thanks to an efficient Torsen limited-slip center differential. But in extremis, up to 75 percent of the torque delivery can be assigned forward, or rearward. The steering feels marginally heavy, in part due to the front-drive portion and, we suspect, because it's part of Audi's signature. (We'd rather it be over- than under-weighted.) Turn-in with the up-rated Servotronic rack-and-pinion unit (the new steering ratio is 14.5:1) is sportily quick—the wheel unwinds nicely and the overall sensation is one of well-balanced agility with predictable understeer. You have to switch off the traction control and crank up the power to provoke anything resembling a lurid slide from the fat 235/40-R tires on handsome Avus six-spoke alloys.


Generously oversized high-performance FNRG-60 brakes—13.4-inch ventilated discs in front, and 11.8-inch rears—are paired with a new design dual stage brake booster (that piles on the assist if deceleration exceeds 0.5g) and they are confidence-inspiring. ESP 5.7 and Brake Assist are standard. Body roll is negligible, thanks in part to larger sway bars fore and aft. Audi's multi-link independent sport suspension proved itself repeatedly on the tight West course at Phoenix's Firebird Raceway. From memory, the S4 is arguably a bit smoother-riding than the more boy-racer M3, and probably equal in ride comfort to the C36. Lexus doesn't offer anything in this league, yet.

The factory engineers shoehorned a downsized 340-hp 4.2-liter V-8 into their smallest (U.S.-available) sedan, and the result is an all-wheel-drive road rocket in the tradition of Audi's vaunted, Pike's Peak-winning Quattros.

In keeping with the car's $45,000 sticker, the interior is upgraded too with "Silk Nappa" leather and gray birch wood trim. Besides the aforementioned Recaros and leather-wrapped wheel, there are optional bright aluminum or carbon fiber accents (does highly-finished or fake wood really belong in a high-performance sedan, anyway—) that come with Pearl Nappa/Alcantara leather seats and the usual Audi niceties like a pass-through for skis, 60/40 fold-down rear seats and a 13.4 cubic foot, flat-floored trunk. General Motors has made Audi its secret standard for interior improvement. They don't like to admit that publicly, but compare this Audi's cockpit to nearly anything from the General and you'll see the Detroiters still have some miles to cover. At least they've set the right standard.


If you still have money to spend, there's a short S4 option list, which includes a glass sunroof, auto-dimming interior, a light sensor and Home Link package, and driver side memory seats (for shame, Audi, that should be included). A Symphony radio and 6-CD changer are standard; Fidelity freaks can opt for an Infotainment package that includes a Bose premium sound system and Audi telematrics by OnStar. You'll pay extra for the Navigation system, heated front seats and rear airbags. The standard safety setup includes dual front, front side and curtain airbags. Expect to pay over $50K for the whole enchilada.


Emboldened Audi marketers have launched a "Performance Initiative." They are seeking ambitious, "forward-thinking," aged 40-something driving enthusiasts, mostly male, about 60 percent married, who are successful (with a median HH income of $150K), independent and visionary. We didn't drive the Avant sport wagon (it wasn't available at the time of our test), but after a day in the S4 (and the even more powerful, and subject of another review, RS6), we're convinced Ingolstadt builds no-excuses, top-tier sports sedans that can seriously challenge anything from Munich and Stuttgart. Audi plans to sell just 5,000 S4s of both types, but if pressed, they could build a few more. Sales start this fall. Independent thinkers—line up with your checkbooks, bitte. (www.audiusa.com)