Some cars stand a little above the competition. Many never reach that level, or even approach it. In the high-performance sport sedan realm, one make and one of its models has long been known for stretching well beyond most rivals: the practically-fabled BMW M3.

In its current iteration, the M3 comes in a choice of three body styles: coupe, convertible, and four-door sedan. M3 coupes and sedans went on sale early in 2008, followed in the spring by an M3 convertible.

Beneath the hood of the fourth-generation M3 sits a V-8 engine, assertively generating 414 horsepower at a lofty 8300 rpm. BMW says it's the first V-8 in a "series-production" M3. A six-speed manual gearbox is standard, but BMW also offers an innovative seven-speed double-clutch automatic transmission. Equipped with what BMW calls Drivelogic, the double-clutch transmission is said to shift gears without any interruption in power flow. The prior-generation M3, offered only in coupe and convertible form, used a 333-horsepower six-cylinder engine and a Sequential Manual Gearbox.

Driver-adjustable settings are provided for engine response, steering, damping, and stability. BMW advises that the M3 coupe is the first production vehicle in its segment to have a carbon fiber-reinforced roof, which weighs 11 pounds less than an equivalent steel roof.

Sedans look appealing, but the coupe is arguably one of the most alluring designs on the market today. Few cars have drawn as many thumbs-up signs and favorable comments as the white M3 coupe that we tested. One group of boys on skateboards was mighty disappointed when their wish for a ride in the M3 could not be granted.

Whatever the body style, an M3 delivers a bewitching road experience. With manual shift, an M3 sedan performs just about as expected - and that's high praise indeed. Specifically, this is a serious machine turned even more serious in its current form.

Naturally, acceleration is invigorating. After all, this is an "M" BMW. Of course, the M's athletic tires grasp the pavement with ferocious tenacity, practically daring the car to try and let loose. That's all in a day's work for a performance car in this league.

Though it can be docile when driven in an ordinary manner, an M3 is not quite as easy to drive as other BMWs - or most other cars, for that matter. It takes a bit more effort than usual to turn the wheel and manipulate the gearshift lever (though the M3 clutch isn't all that heavy-feeling). Once underway, on the other hand, the M3 behaves like any other sport sedan - but laced with solid control, enthusiastic responses and well-honed talents that few competitors can offer.

Ride comfort isn't a benefit. Simply put, the M3 suspension is defiantly stiff. Yet, raucous road behavior on all but glassy surfaces seems an acceptable penalty for this BMW brand of control and performance. Besides, its stiffness is by no means intolerable - or even punishing. Jolts and bounces are brief and controlled.

Defects have to do with BMWs generally, not the M3: mainly the iDrive control system, which allegedly makes operation of the radio, navigation system, and other features easier. For some drivers, that's evidently true. Despite claims that it's not difficult, however, if you have to consult the owner's manual to figure out how to tune in a new radio station, something is wrong.

Front occupants get a rather snug cockpit with tightly-bolstered seats, but they're not uncomfortable at all. In fact, they feel ready for a long day's journey.

Manual-shift BMW fans might call this heresy, but the latest M3 shines even brighter with its masterful - almost magical - double-clutch automatic transmission. This setup can be shifted manually through seven speeds, using the shift lever or steering-wheel paddles; or it can operate in fully automatic mode. Unlike the sequential manual gearboxes available on recent high-performance BMWs, which jerked and bucked when going through each gear, the M3's transmission behaves in almost as civilized a manner as a conventional automatic. Not quite, but almost. Even more impressive, it functions by trying to predict what the driver wants next.

Installed in an M3 coupe, the double-clutch transmission proved to be sheer delight, even when driven relatively mildly. When it's time to pass or merge, a punch on the gas pedal produces a vibrant burst of energy, helped by a transmission that seems to know, ahead of time, what its next move should be. That's the whole idea, in fact. The double-clutch transmission was created so it can analyze driving conditions and past experience, and try to predict what will be needed when it's next called upon.

As a result, the M3 delivers some stunning takeoffs and passing maneuvers. In the most aggressive shift mode of its five-position selector, it can yield an eye-opening jolt now and then, when your momentary stab at the acceerator wasn't meant to signal an intention to metamorphose into assertive-driving mode. A moment or two may pass before the transmission settles down again, ready to shift into upper gears in a more civilized manner. Move the selector button toward the tamer end of its spectrum, and shifts become far more genteel, moving more promptly into fifth, sixth, and seventh gear.

High-performance cars aren't frugal, and the M3 falls well short of fuel-efficient. With the double-clutch transmission, the EPA estimates fuel economy at 14 mpg in city driving and 20 mpg on the highway. An M3 coupe, driven much of the time in relatively aggressive shift mode, averaged almost 15 mpg in mostly urban driving.

Prices for the M3 start at $54,575 for the sedan and $57,275 for the coupe. Those figures can escalate fast with a few well-chosen options. Our test coupe with the double-clutch transmission and many other extras topped the $72,000 mark.

Attention Editors: This 2008 BMW M3 review is available now for your publication. Please contact us at JF@tirekick.com for details.