The selection of mechanical melodies generated by the 3.2-litre straight-six engine residing under the bulging bonnet of this ultimate variation on the BMW 3-Series theme tops any comparable powerplant that I've tuned in to before. It's ideal for satisfying the needs of every folio artist (as they're known), out-screaming even the TVR Tuscan and the last of the air-cooled Porsche 911s. Where the previous-generation M3 could have done with a dose of the extra driver involvement that made the first M3 such a hoot, by the sounds of things BMW's M-tweakers have started in exactly the right place here. The engine powering this ultimate 3-Series is a thorough reworking of the Double-VANOS variable-valve-timing equipped unit from the last M3. A 45cc capacity increase plus reworked engine management software and a red line that has been hoofed up to 8,000rpm sees power boosted from 321bhp in the old car to 343bhp. At 269lb ft, peak torque is usefully up too.

First step is to prod the 'Sport' button on the dash which, as in the M5, adjusts the 'fly-by-wire' throttle's electronics to make it more sensitive. Squeeze the pedal and the engine picks up and flies from pretty much any speed with a noticeably greater urgency even than the previous M3's unit.

More than the very believable quoted 0-62mph time of 5.2 seconds, it's the M3's in-gear urgency that really rattles your brain. Move into the outside lane, increase the revs and the filthy Pegaso trucks that serve as overtaking fodder here simply blink past. Heading on for the rev limiter, the frenzied howl only adds further encouragement.

Treat the M3 more gingerly and the clutch feels firmly awkward and the six-speed manual 'box becomes even stiffer. Remember, they have got a serious amount of oomph to deal with. But act in a more excitable manner, and both can be combined to provide slick shifts.

What's more, should a dozy burro decide to wobble out into the road, hefty cross-drilled discs - borrowed from the M5, along with the gearbox - combine with unobtrusive ABS to bring the whole lot to a halt with reassuring strength and suddenness.

The road becomes tighter, twistier and hairier as I push on into the Parque Natural de los Alcornocales and up the Sierra del Caillo. Check out the pics and you'll see that our car has immense lumps of highly-polished aluminium at each corner. These are the optional 19-inch wheels, replete with 225-section front and 255-section rear tyres, combining to offer levels of grip that verge on overkill. Similar-width 18-inchers are a standard fit. In most dry on-road situations, act like an animal and there's scant chance of shaking the M3's hold of the road at front or rear.

Perhaps remarkably, the ride quality doesn't appear to have been adversely affected by the huge tyres; indeed, across rough roads this new car offers more compliancy than the last M3. Even over sharply-angled cambers, the steering resists being twitched all over the place. Yet that isn't to say that it's perfect. Although a smidge quicker than a standard 3-Series' set-up, perplexingly - at least with the optional wheels in place - there's a reduction in communication through the wheel.

There's more button-pressing required if the M3's full abilities are to be enjoyed. Next to be switched off is the Dynamic Stability Control system, a device that can brake any of the wheels individually should a loss of grip be detected. On icy roads, I can see the point, but in the dry it takes quite yobbish provocation to cajole the M3 into letting go in a major way. Part of the reason for that is the addition of an 'M differential lock', a control-enhancing widget that can swap up to 100 per cent of torque to a single rear wheel should the other lose all grip.

Even through the tightest hairpins the chassis remains quite remarkably composed. Body lurch is almost totally snuffled out, while the car's widened stance provides confidence-inspiring stability at quite daft speeds.

The extended wheelarches might look jolly smart but they're primarily functional, facilitating the beefy wheels and wider track. Same for the gaping mouth built into the front spoiler to deliver extra cooling air to the engine, and the tiny downforce-increasing rear spoiler.

The aluminium bonnet is 40 per cent lighter than a steel equivalent and helps keep overall weight down to 1,570kg. Of course, the quartet of exhaust pipes are entirely necessary too, the M3's only visual fripperies being chromed side intakes in the front wings and titanium-effect trim smattering the dashboard.

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