You can hail till you’re blue in the face, none of these will be taking you home. This is where taxis come to rest and rust, no longer fit for purpose, after a long an arduous life of servitude. They sit in the weeds, immobile parts donors for their many brethren still hard at work on the highways and byways of their country of birth. Only two families of cars are represented here – the toughest in the business. Let’s get closer and pay our respects (exact change only).
On one of my recent walkabouts, I was elated to find a Suzuki dealer that had no Suzukis in its workshop. This place (which I did not photograph, stupidly) did have a few S-branded new cars and bikes on its forecourt, but on the other side where cars were being fixed, there were literally a couple dozen Crown Comfort taxis in various states of disrepair, packed like sardines. Some seemed in great condition, others were jacked up and partially dismembered, some had had an accident and were being repaired, and others still looked like they were being serviced and/or prepared for their yearly inspection.
Walking a little further, I was met with a sea of Comforts. It was obviously the parts source for the aforementioned “Suzuki” dealership. No one was around; I could not resist taking a few pictures. Among the Toyotas were a few Nissan Y31 Cedrics, as can be expected, in the same 10-to-1 ratio as seen on the street.
Typically, your average taxi is supposed to be made of sturdier stuff than your average family car. In most countries, one model of car is designated as the gold standard. The Ford Crown Victoria, the Peugeot 504, the Benz W123 or the Volga M24 all became the default cab in their respective markets, though they were not particularly designed for that purpose. Sometimes though, a carmaker will make a model specifically tailored for the job. The Checker and the Austin FX are the examples that immediately come to mind, but there were others, such as the Breadmore cabs, the Volvo PV800, the LWB DeSotos – or even the Mexican VW Beetle.
In Japan, starting in the late ‘50s, the default taxi car was the Toyota Crown, though other models could also be (ab)used. The Nissan Cedric, the Prince Gloria, the Isuzu Bellel and a varied contingent of imports were all employed in the ‘60s to compete with the Crown, which remained the top dog. But as the years went by, the Crown started gaining weight.
By the late ‘80s, models such as the Toyota Mark II and the Nissan Bluebird were becoming more popular for taxi companies, as they were closer to the old Crown’s size, as well as cheaper to run and just as sturdy. Toyota and Nissan both responded in a similar way – as is usually the case with these two. They took an upper-mid-range RWD / live axle platform, put an upright greenhouse on top and just made a model especially tailored for the taxi trade. For once though, it was Nissan that fired the first salvo, but Toyota ultimately won the war.
Nissan made two distinct taxis – I assume because there must be some sort of regulation size, as with all things JDM. The larger model, appearing in 1991, was a continuation of the Y31 Cedric/Gloria, but with a simplified exterior. This car was officially known as the “Nissan Cedric Sales Vehicle” when in taxi guise, but a glitzier general public version was also available until 2002. The Y31 Cedric taxi was sold until December 2014, so there are still quite a few in service. The Nissan Crew (1993-2009), with a smaller nose and trunk, was the smaller and cheaper taxi. It could also be bought by the general public and was even used as the base for the 1st series Mitsuoka Galue.
Same-same, but different: plain Comfort has smaller front doors, less bling, no Crown emblem
For their part, Toyota introduced the Comfort in late 1995, structurally based on the X80 Mark II. It competed directly with the Crew as a taxi and was often used for driving schools. To compete with the Cedric, Toyota made a slightly bigger, but outwardly quite similar, Crown Comfort. The wheelbase is 10cm longer than the “plain Comfort,” which is not something I had picked up on until I really started digging into the subject recently. The Crown Comfort had more chrome, especially on its grille, clear-lens turn signals and a better interior in general. It was also available for the general public from 2001 as the “Crown Sedan,” with the larger taillights that were added to some higher-end taxis as well. Both cars were made until June 2017.
There were no Nissan Crews in this graveyard, but then you don’t really see many around anymore. The Cedrics, on the other hand, are still very much a part of the local scenery. From the front, it’s easy to mistake the Nissan taxi for the ubiquitous Crown Comfort. It’s difficult to tell why these two look so identical from this angle. From the side and the rear, the two rival taxis are easier to tell apart, with the Nissan having a more straight-edged greenhouse with a fatter C-pillar.
The same can be said for the interior, of course. I’m unsure about the Cedric, because I’ve had fewer occasions to see one up close, but it seems many have old-fashioned column shifters, as is the case here. By the way, it’s probably the most tortuous-looking shifter I’ve ever come across, assuming it’s the stock item. That’s Nissan for you, weird for the sake of it.
Compare this to the Toyota one we have here – not straight as an arrow, but pretty normal. The Japanese Wikipedia entries on the Comfort and Crown Comfort unequivocally state that they all came with a floor shifter after 2008. As far as I know, Toyota taxis are usually equipped with an automatic, as is the case here.
This one is new to me, though: a Crown Comfort with a floor-shift manual. I couldn’t work out if this was a 4- or a 5-speed (the column-shift manuals are definitely 4-speed), and the Japanese Wikipedia doesn’t seem to acknowledge that these exist. It could be that this was a private car, as opposed to a taxi. Somehow, these all look very different without the obligatory doilies.
The last time I had the opportunity to ride in a Crown taxi, I made sure to look at the odometer, just out of curiosity. It said something like 650,000 km, yet the car was near immaculate, free of any squeaks or rattles, the engine purring along and the suspension still as supple as ever. You know how some Westerners say it’s impossible to tell how old East Asians are – well, it’s the same for their taxis.
But in the present case, in the presence of a mortuary, age does not matter much. To paraphrase a famous tirade, these taxis are no more. They have ceased to be. They’ve expired and gone to meet their manufacturer. Bereft of fares, they rust in peace. They’ve kicked the meter, shuffled off their mortal coil suspensions and joined the great dispatcher in the sky. These are ex-taxis. Still, beautiful plumage, eh?
Related posts:
Curbside Classic: 2002 Toyota Crown Comfort Super Deluxe G – Time For A Change, by T87
CC Global: 1995- Toyota Crown Comfort – Japan’s Crown Victoria, by Robert Kim
CC Twofer: Daihatsu Copen / Toyota Crown Comfort – Japan, Land Of Paradoxes, by T87
Curbside Classic: 2002 Nissan Y31 Cedric Brougham – So Square It’s Hip, by T87
Even a Japanese junkyard is neat and orderly.
Tatra, you have given these old taxis a more dignified ending than what they would have experienced otherwise. It’s always sad to see a grouping of vehicles that have been worked hard their whole lives only to be cast aside as these have been.
For whatever reason, I would love to have an old Toyota Crown. Perhaps it’s their non-nonsense heavy-duty approach that is so appealing.
Back in the mid-1990s, I was out and about near Ft. Leonard Wood, a place that is still a popular destination for those entering the army for basic training. About a mile from the front gate was a collection of old taxis sitting in a parking lot, about 30 to 40 in all. Every single one was a Checker, with many body styles being present. It was a site to remember, much like seeing all these old Crowns and Cedrics would be.
I will join Mr. Shafer in my yen (sorry) for a Crown Comfort. What is it, 25 years to be able to import one to the US? It is just broken in.
And I can make up for the import fees by taking on a newspaper or rural mail delivery route, a perfect use for that right hand drive.
I’ve only once ridden in a Japanese taxi (I mean, a taxi in Japan). On my handful,of business trips there, my local hosts insisted on walking to and from multiple train connections. One time we were running late and took a cab, actually a pair of cabs for the 5 or 6 of us. I could tell our host was worried that his boss (we worked for the same company) would reject the expense, yet he wouldn’t let me pay. It was a Crown of some sort. I have ridden in scores of these in Hong Kong … where I’m pretty sure they were all LPG or LNG conversions.
Many are LPG here too. Diesels are frowned upon for being smelly and noisy – two very negative epithets in Japanese culture…
Ah, neat and orderly, just the way I like things. No chaos at all and my wife doesn’t understand why I won’t ride in her car to somewhere instead of mine. Hers = dirty outside chaos inside = keep my mouth shut if smart. Mine = spotless outside spotless inside = relaxation.
I’ve seen many of these taxis outside Narita in the 90s and they were always absolutely spotless and cared for even while they waited in line.
You’d like my mates front lawn Tatra it has a diverse mix of Japanese weapons a mundane Corolla a Holden badged Isuzu MU and currently a Nissan President with the all alloy V8 engine the top of Nissans range when it was built not taxi grade but a nice car all the same, owned by the same guy who stored a Lincoln town car who stored it on that lawn previously.
Take some pictures of that front lawn, Bryce!
You’ve managed to combine two of my favorite things into a must-read: Modern-Vintage Japanese Taxis and Junkyards. Thanks for all the pics too, lots to ogle. I’m completely with Mssrs. Shafer and Cavanaugh, perhaps we can put together a three-fer deal…
Do these cars have the famous power operated rear door? Also column shift makes sense in urban use where the driver’s hand stays closer to the wheel and there is more console space between the seats.
Yes, those have the magic rear right door trick. I don’t know how it works exactly, but it’s probably mechanical rather than power-operated. The driver uses a red lever on the left of his seat (you see it in the 2nd interior pic.)
The 1997 Toyota Crown Comfort Hong Kong Taxi replica I have in Toronto is power driven pneumatic rear door opener, a former Japanese taxi.
Nissan column change its an archaic thing they persisted with amongst the fleet of vehicles where I did apples years ago was a Nissan Navara ute (Hardbody) to American readers with NA diesel engine a five on the tree combined with a difficult notchy shift, Six on the column if you count reverse which was a mission to locate great AC though it would freeze you to death.
There’s a Mitsubishi truck still in production in Indonesia with a 5-on-the-tree. Takes getting used to, I bet…
I remember driving a rather battered Nissan ute with a 5 speed column shift. Up sifting was easy enough… the down shifts on the other hand not so easy.
It probably didn’t help that this was also the first time I had driven a vehicle with a column shift.
Well I never.
Why, these exes, now effectively nailed to their mortal coil(sprung)perch, is here photographed actually pushin’ up your actual daisies, though if weren’t for their nailment, it is likely them daisies’d be altogether higher, it must be said on behalf of the plants.
Meanwhile, in the same(ish) timezone but culturally on Mars itself, taxis were part of another deceacement.
Ford Aus became the default supplier of taxis here, and actively pursued same with the Falcon. Holden thought otherly, and sold Commodores to our heroes, the coppers. Given that the average – and I DO mean average – spewbucket Falc taxi had its last service 800,00k’s earlier, in 1990, along with its lifetime clean, imagine whose product came to be associated with grudge-travel? Vale, Ford Falcon. We knew you well – and we knew your smell.
Btw, 5 on the tree is a tree occupant too many and it means all its friends can’t easily be found either. Many, many times was I overtaken while trying to insert the plastic stick into 3.5, or 4.2, and if the passers-by me thought their open-window words were ripe, they had no idea of the rottenness of those used aboard by this boiling Nissan van driver.
Many memories of riding these (especially the Toyota) in Singapore. Best one is the driver stopping the meter with many apologies when he got lost. Turned out we were able 300yds from the destination