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We’ve been hearing rumblings of a wagon variant of the Cadillac CTS as far back as the original debut of the second-generation sedan at the 2007 Detroit auto show. Since then, though, we haven’t gotten any proof that one was in the works beyond confidential conversations and whispered promises.

Until now.

Fresh from our spies’ digital cameras come these shots of a CTS wagon caught testing—evidence that one will join the CTS coupe as the second derivative of Caddy’s bread-and-butter sedan.

From its front bumper to its B-pillar, this prototype is clearly identical to the four-door; the front camo and stripped front badge are little more than a half-hearted attempt at concealing the car’s provenance, especially given the instantly recognizable fender vents.

Word is that production will begin about a year from now at Cadillac’s Lansing, Michigan Grand River assembly plant, with most of an estimated 10,000 units per year headed for European garages where they love their wagons. The Lansing plant will make both right- and left-hand-drive versions of all body styles of the new CTS, as well as rear- and all-wheel drive models with manual and automatic transmissions and a choice of gasoline and diesel engines to appease all global markets.

Notice that we said Europe gets “most,” of the production, however, since the CTS wagon (it could be called the CTS Estate or CTS Touring) is expected to make it to U.S. dealers as well as part of a strategy to replace the aging SRX crossover with this car and the upcoming BRX crossover.

If Cadillac follows the lead of foreign manufacturers who offer luxury wagons here, expect to find only the base gasoline engine under the hood. That would mean a 263-hp, 3.6-liter V-6—the 304-hp direct-injection version of the same V-6 is possible—but no 550-hp CTS-V variant or diesel.

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Cadillac shows an electric SUV and design precursor to the BRX.

The Cadillac Provoq concept is a mid-size crossover with two rows of seating, driven by a fuel cell. It is an important vehicle to note at the North American International Auto Show in Detroit for two reasons: It takes GM’s E-Flex powertrain technology to the next level, and it is the first glimpse of a new small SUV for Cadillac, known to date as the BRX.

The five-passenger concept (it actually made its world debut at the Consumer Electronics Show in Las Vegas), uses GM’s E-Flex architecture that burst onto the scene at the 2007 North American International Auto Show with the Chevy Volt.

In this instance, it is a front-wheel-drive electric vehicle with all-wheel-drive capability. The Cadillac concept takes the E-Flex technology propulsion system to the next step—and to a much larger vehicle than the compact Volt.

It also introduces the architecture to Cadillac, which is determined to brand itself as a technology leader, says Nick Zielinski, vehicle chief engineer of advanced system integration, who also worked on the Volt and is overseeing the Chevy Equinox FCV (fuel cell vehicle).

The Provoq has a 70-kW front-drive electric motor and two rear motors of 30 kW each. Zielinski claims it can run from 0 to 60 mph in 8.3 seconds and reach 100 mph.

The fuel-cell stack is fifth-generation technology. It is one-third smaller than the previous-gen stack, and it puts out 88 kW. The vehicle has a lithium-ion battery pack, good for 60 kW, and there is a plug for overnight charging.

GM’s hydrogen-storage system of choice is two tanks that hold 13 pounds of compressed hydrogen at 10,000 psi, good for 280 miles of driving, Zielinski says. The batteries add about 20 miles to that range.

Total energy storage is nine kilowatt-hours or four-and-a-half hours of driving, Zielinski says.

There is enough power for a cold start. Once the vehicle is running, the fuel cell kicks in and can take stored energy from the battery as it idles. As the electric-only SUV begins to accelerate, it uses power from the fuel cell, grabbing more juice from the batteries if needed.

The Provoq has a brake-by-wire system and the automaker says it wants to better integrate electric drive and brake by wire, something that has been in the works since the Sequel concept, and Cadillac officials say much of the technology in the new concept was tested on the Sequel, as it is closer in size. The Cadillac is 190 inches long, has a 110-inch wheelbase, and is 65 inches tall and 75 inches wide.

GM is still working to bring down the cost of the battery pack and the fuel-cell stack, with visions of the vehicle actually being viable in 2010, Zielinksi says.

Technology aside, the concept also shows the evolving face of Cadillac, with a new grille and headlamps. But in a nod to the technology, it has active front grille louvers that only open when the fuel stack needs to be cooled; otherwise, they remain closed to improve fuel efficiency, Cadillac officials say.

Even the construction of the wheel spokes and polycarbonate fillers are smooth and flush to improve aerodynamics. To that same end, the mirrors are as small as possible and the door handles pop out with a touch.

Inside, designers set the mood with ambient lighting, and there is evidence of GM’s continuing commitment to quality materials.

Cadillac officials were reluctant to discuss the vehicle platform underpinning the Provoq, but Jim Taylor, Cadillac general manager, confirms this is a first look at the BRX crossover. The BRX and a Saab counterpart, the 9-4X, hail from a new front- and all-wheel-drive platform dubbed TE that combines elements of the old Theta global compact-crossover architecture (the original Saturn Vue, Chevy Equinox, and Pontiac Torrent) and the Epsilon global mid-size platform. The new Vue rides on this modified architecture.

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Since blowing the minds of 2008 Detroit auto show goers with its sensational, sculpted CTS coupe concept, Cadillac has been relatively quiet about its production plans.

These first spy shots tell us is that not only is the coupe well into its development cycle, but that much of the concept’s striking styling will make it to the production car, too.

GM Vice Chairman Bob Lutz himself said that when he and his team saw the proposed bob-tail styling of the coupe during its earliest design phase—with its radically sloping roof and rear window; chopped rear; tall, spear-like taillamps; and razor-thin windows—they knew they had to bring it to life. However, Lutz stopped short of making a formal production announcement (though we had sources that winked and nodded and more or less confirmed it for us).

We recently blew past a convoy of Cadillacs that included two CTS coupes, their behinds covered in tarps, so naturally we elbowed our way in and started snapping away.

Athough we were only able to catch the coupe from a rear three-quarter angle, we’d seen enough: the severely canted roofline, cropped tush, big wheels, dual center-mounted exhaust, and parking assistance sensors (which will probably come standard, given the trunk height and poor rearward vision inherent to the design).

In other words, it appears that what we saw and loved so much on the CTS coupe concept will make it to the showroom. But that may not be until the end of 2009, which for many of us here, can’t arrive soon enough.

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Why upgrade? Aside from the smooth new styling–check out the size of that wreath-and-crest badge!–the new Caddy has more power, more features, and a far nicer interior. Key bragging points include: a larger 6.2-liter V-8 with 403 hp (58 more than before); a six-speed automatic; a power liftgate and power running boards; standard stability control and side curtain air bags; optional 22-inch chrome wheels; plus available navigation, remote starting, and a rear-view camera.

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