Forget Wagons – How About A Honda Accord Shooting Brake?

Derek Kreindler
by Derek Kreindler

If the Ferrari FF is just a little too common for you, a Minnesota man has what must be the only one of its kind in the United States – a 1987 Honda Accord Aerodeck, practically new with just 29,750 miles on the clock.

Prior to seeing this car, I only thought that Aerodeck meant “station wagon” in European Honda’s nomenclature. The more mundane Accord wagons that were omnipresent in my family when I was a child were branded as such, but I was far too young to ever known of this bizarre, elongated Civic hatch that graced Europe and Japan with its nifty, right-angle hatchback opening.

The 2.0L 12 valve motor may only make 98 horsepower, but the seller claims that the car has a brown velour interior and over $10,000 worth of receipts. Sounds good to me.

Thanks to Bring A Trailer for the link



Derek Kreindler
Derek Kreindler

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  • Wstarvingteacher Wstarvingteacher on Apr 19, 2012

    Was just going to say that it looks like a honda version of somethin much older and bigger in my driveway. Two door 57 chev station wagon. A 210. The shooting brake is a name that never appealed to me but understand it was used for shotguns and hounds in Europe and produced for the gentry. I suppose some folks are too rich to use a normal station wagon for that.

    • Righteousball Righteousball on Apr 19, 2012

      +1 re: the shooting brake concept. The Japanese loved the idea cause it's all... British- and noble-sounding. In terms of the overall Accord range, this is probably the equivalent of the Crosstour today.

  • - mr - - mr - on Apr 20, 2012

    This takes me back. My Dad had a red one of these back in the 1980's, he also had a labrador hence the choice of car. My Sister and I had flown the nest by then so a two door estate sort of made sense to him. I seem to remember it had quite a powerful engine (2.2 Ltr?) and the difference in build quality between the Rovers he had had before and this was amazing.

  • W Conrad I'm not afraid of them, but they aren't needed for everyone or everywhere. Long haul and highway driving sure, but in the city, nope.
  • Jalop1991 In a manner similar to PHEV being the correct answer, I declare RPVs to be the correct answer here.We're doing it with certain aircraft; why not with cars on the ground, using hardware and tools like Telsa's "FSD" or GM's "SuperCruise" as the base?Take the local Uber driver out of the car, and put him in a professional centralized environment from where he drives me around. The system and the individual car can have awareness as well as gates, but he's responsible for the driving.Put the tech into my car, and let me buy it as needed. I need someone else to drive me home; hit the button and voila, I've hired a driver for the moment. I don't want to drive 11 hours to my vacation spot; hire the remote pilot for that. When I get there, I have my car and he's still at his normal location, piloting cars for other people.The system would allow for driver rest period, like what's required for truckers, so I might end up with multiple people driving me to the coast. I don't care. And they don't have to be physically with me, therefore they can be way cheaper.Charge taxi-type per-mile rates. For long drives, offer per-trip rates. Offer subscriptions, including miles/hours. Whatever.(And for grins, dress the remote pilots all as Johnnie.)Start this out with big rigs. Take the trucker away from the long haul driving, and let him be there for emergencies and the short haul parts of the trip.And in a manner similar to PHEVs being discredited, I fully expect to be razzed for this brilliant idea (not unlike how Alan Kay wasn't recognized until many many years later for his Dynabook vision).
  • B-BodyBuick84 Not afraid of AV's as I highly doubt they will ever be %100 viable for our roads. Stop-and-go downtown city or rush hour highway traffic? I can see that, but otherwise there's simply too many variables. Bad weather conditions, faded road lines or markings, reflective surfaces with glare, etc. There's also the issue of cultural norms. About a decade ago there was actually an online test called 'The Morality Machine' one could do online where you were in control of an AV and choose what action to take when a crash was inevitable. I think something like 2.5 million people across the world participated? For example, do you hit and most likely kill the elderly couple strolling across the crosswalk or crash the vehicle into a cement barrier and almost certainly cause the death of the vehicle occupants? What if it's a parent and child? In N. America 98% of people choose to hit the elderly couple and save themselves while in Asia, the exact opposite happened where 98% choose to hit the parent and child. Why? Cultural differences. Asia puts a lot of emphasis on respecting their elderly while N. America has a culture of 'save/ protect the children'. Are these AV's going to respect that culture? Is a VW Jetta or Buick Envision AV going to have different programming depending on whether it's sold in Canada or Taiwan? how's that going to effect legislation and legal battles when a crash inevitibly does happen? These are the true barriers to mass AV adoption, and in the 10 years since that test came out, there has been zero answers or progress on this matter. So no, I'm not afraid of AV's simply because with the exception of a few specific situations, most avenues are going to prove to be a dead-end for automakers.
  • Mike Bradley Autonomous cars were developed in Silicon Valley. For new products there, the standard business plan is to put a barely-functioning product on the market right away and wait for the early-adopter customers to find the flaws. That's exactly what's happened. Detroit's plan is pretty much the opposite, but Detroit isn't developing this product. That's why dealers, for instance, haven't been trained in the cars.
  • Dartman https://apnews.com/article/artificial-intelligence-fighter-jets-air-force-6a1100c96a73ca9b7f41cbd6a2753fdaAutonomous/Ai is here now. The question is implementation and acceptance.
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