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To tell the truth, after I picked it up, I completely forgot that the Mercedes ML320 CDI I was testing was a diesel-powered car until I had driven it for an hour or so. And only then because I noticed how much bottom-end power it had compared to other M-class Mercedes I've experienced in the past.

It has such an un-diesel-like personality, and is so drivable, that it's easy to forget that this is a compression-ignition engine.

For starters, there is no wait time in the morning. No gazing wistfully at the dashboard for the little curly glow-plug indicator light to come up. Just get in the vehicle, turn the key and start it.

Secondly, it doesn't make any noise. Most diesels announce their presence as soon as they're fired up, and in the case of certain pickup trucks, you can hear them blocks away.

Third, no smell. During my time with the ML320 CDI, I detected almost nothing in the way of diesel reek. Maybe a whiff or two as I backed out of the driveway in the morning, but that's it.

Fourth, it's almost completely silent during operation; no diesel clatter or engine racket. Not to mention being the cleanest-running diesel Mercedes has ever put forward in the M-class, thanks to a particulate filter and Mercedes' direct-injection system.

Last but hardly least, fuel consumption; delivering 11.0 litres/100 km in town and 8.1 L/100 km on the highway, this generation of the M-class is the thriftiest SUV in the company's lineup. By way of comparison, Transport Canada rates the Acura MDX at 14.2/9.4 and the BMW V-6 X5 delivers 14.9./10.4.

And it's all thanks to the third-generation direct-injection diesel engine that comes with the ML320 CDI. Not to be confused with Mercedes' newly introduced BlueTec diesel that comes with the E-Class sedan, this powerplant displaces 3.0 litres and develops 215 horsepower and a healthy 398 lb-ft of torque.

What's impressive about this last number is that the engine delivers maximum torque between 1,600 and 2,800 rpm. Thus the aforementioned bottom-end takeoff power. If it matters, the ML320 CDI will take you from zero to freeway speed in under nine seconds, which, for a luxury sport-ute, is respectable if not scintillating, and is only a tad slower than its stable mate, the ML350.

But that's not all. The ML320 CDI comes with Mercedes' new seven-speed transmission, plus a full-time 4Matic 4WD system, both of which mesh well with the diesel engine and make you wonder why it took the company so long to offer this combo to North American drivers.

Here's why: North American drivers (read: Americans) continue to resist small-displacement diesel technology, despite the fact that Europeans have enthusiastically embraced it for decades. Mercedes has offered the M-class with a diesel engine in Europe for several years, but because of buyer reluctance in North America as well as various diesel-fuel quality issues, hasn't really made a meaningful effort to market it here.

Until now. Cleaner burning, lower-sulphur-content diesel is just around the corner, and when it becomes available, look for Mercedes to have a head start on just about everyone else.

Elsewhere, the ML320 CDI is still a Mercedes, and, comes well trimmed, aber naturlich. Bird's-eye maple wood trim, heated front seats, climate control, one-touch power windows and one of my all-time favourite features for winter — a heated steering wheel — all come with the base model.

My test car featured the Premium package, which includes heated rear seats, power adjustable steering wheel and power tail gate. It adds some $4,300 to the sticker price. And I mustn't forget the Smart Key With Panic Button, which does everything but phone home. Among other functions, it will remotely open the gas cap, lower the windows and open the sunroof.

Needless to say, the ML320 CDI has a full complement of safety goodies, including four-wheel disc brakes with ABS, vehicle stability system, and front, side, and window curtain airbags.

I'm not too crazy about the gear-shift lever, though. Located on the steering column, it's one of Mercedes' push-button units; push up for Reverse, down for Drive, and in for Park. I see no logical reason for this kind of setup and the conventional shift lever found on most other vehicles works just fine.

I also notice that the cup holders on the M-class have been relocated from the left side of the dashboard to the centre console. Good move.

Driving the ML320 CDI is a pleasant experience. How could it not be? It's a Mercedes and fit and finish, NVH (noise, vibration, harshness) and quality of materials is still first-rate.

Some people have complained about the "plasticky" flavour of the M-class interior, but I disagree. This is still one of the most nicely appointed SUVs on the market and when you consider that a similarly equipped Acura MDX or BMW X5 cost as much or more, the ML320 CDI suddenly looks like a pretty fair deal.

As it turns out, I drove the MDX just before I picked up the ML320 CDI and, in all honesty, the Mercedes has it over its Japanese rival in almost every way.

Could this be the beginning of the end of diesel technology as we know it?