The FX4: London's Iconic Black Cab Unveiled

When one pictures a London taxi, an unmistakable image springs to mind: the classic, robust, and often black, FX4. This vehicle isn't just a car; it's a moving piece of British heritage, an iconic symbol recognised globally. But was the FX4 exclusively a 'black cab'? While the vast majority of these venerable vehicles that plied the bustling streets of London were indeed black, the truth might surprise you: there was actually no legal requirement for them to be that colour. This article delves into the fascinating history, evolution, and enduring legacy of the FX4, exploring what made it the quintessential London taxi for decades.

The FX4's journey began as the highly anticipated successor to the Austin FX3, a taxi that had dominated the London scene between 1948 and 1959. Like its predecessor, the FX4 was the product of a collaborative effort, bringing together the engineering prowess of Austin, the taxi dealership expertise of Mann and Overton, and the coachbuilding skill of Carbodies. The initial design, primarily conceived by Austin’s Eric Bailey with assistance from Carbodies' Jake Donaldson, proved so effective that very little alteration was needed to achieve the final production outline. This meticulous design laid the groundwork for a vehicle that would become synonymous with London itself.

Birth of a Legend: Design and Early Years

The first FX4 rolled off the production line and was delivered in July 1958, with its official launch following later that year. From its inception, the FX4 was built on a separate chassis, a design feature largely carried over from the FX3. This robust chassis provided a sturdy foundation, complemented by a body stiffened by a crucial divider between the driving and passenger compartments. This divider, a hallmark of London taxis, not only offered privacy and safety for passengers but also contributed to the vehicle's structural integrity.

Initially, the FX4 was equipped with a 2.2-litre Austin diesel engine paired with a Borg-Warner automatic transmission. This combination proved reliable for the demanding stop-start nature of city driving. While the automatic transmission was standard, a manual transmission option, borrowed from the Austin Gipsy, became available in 1961. A 2.2-litre Austin petrol engine was also offered from 1962, catering to a niche market. However, for the vast majority of FX4s operating in London throughout their long service history, the diesel engine coupled with an automatic transmission remained the preferred and most common configuration, underscoring its suitability for taxi work.

Under the Bonnet: The Evolution of Power and Performance

The FX4's long production run saw numerous updates, particularly concerning its powertrain. In 1971, the original 2.2-litre diesel engine was upgraded to a bored-out 2.5-litre unit, leading to the introduction of the FX4D model. This provided a much-needed boost in performance for a vehicle that spent its life carrying passengers and luggage through busy urban environments.

A significant shift occurred in 1982 when Carbodies, which had been manufacturing the FX4 for Austin, acquired the intellectual property rights and began producing the taxi under its own name. This change coincided with the unavailability of the old Austin engine due to emissions challenges and the sale of the manufacturing plant to India. Carbodies opted for the Land Rover 2286cc/63bhp diesel engine as its replacement. This new model was branded the FX4R, with 'R' signifying Rover. The FX4R did introduce some welcome improvements, most notably the availability of power steering – a feature detectable by small bulges on the base of the bonnet – and enhanced braking through servo assistance. However, despite these advancements, the reliability and performance of the FX4R were widely considered to be poor, leading to frustration among drivers and operators.

In response to the FX4R's shortcomings, some enterprising users sought alternative solutions, often replacing the Land Rover engine with the more powerful Perkins/Mazda 2977cc diesel. These Perkins-powered FX4Rs were indeed powerful and reliable, but they came with their own set of drawbacks, gaining a reputation for being noisy at idle and, more critically, for causing cracks in the vehicle's chassis due to the increased stress.

An interesting alternative emerged in the form of the FX4Q, or "Q cabs." These vehicles involved the refurbishment of old chassis and suspension components, which were then fitted with new bodywork and 2.5-litre diesel engines manufactured using the plant that had been exported to India. Because they utilised refurbished components, these vehicles were required to have a registration mark ending with the letter 'Q' rather than the current year letter. While they lacked power steering, they were substantially cheaper than an FX4R, making them an attractive option for some. These "Q cabs" were produced by Carbodies but marketed and sold by a dealer named Rebuilt Cabs Ltd.

A Changing Face: Facelifts and Features

Throughout its lifespan, the FX4 underwent several cosmetic and functional updates. A notable facelift occurred in 1968. The original cars featured distinctive small rear stop and tail lights and roof-mounted turn indicators, affectionately dubbed "bunny ears." The 1968 update saw the rear wings modified to accommodate the taillights and turn indicators from the Austin 1100, and front indicators were added below the headlights. The quirky "bunny ears" were subsequently removed.

Early FX4s were fitted with chrome bumpers and overriders, which are often said to be identical to those found on the Ford Consul. By 1979, the tooling for the overriders had worn out, leading to their replacement with rubber mouldings, though the bumper blades themselves remained chrome.

In 1984, London Taxis International (LTI) was formed, bringing Carbodies, and Mann and Overton under the ownership of Manganese Bronze Ltd. LTI's answer to the problematic FX4R was the redesign of the FX4S, which incorporated the Land Rover 2.5-litre diesel engine. The interior also saw improvements, with the old toggle switches replaced by modern rocker switches. The rear compartment was cleverly redesigned to accommodate five passengers with grey trim, an increase from the four passengers (with black trim) of earlier models. This particular update was branded as the FX4S Plus. On the exterior, the chrome bumper blades gave way to all-black, rolled steel ones, giving the cab a more contemporary look.

Accessibility and Modernisation: The FX4W and Fairway

A pivotal moment in the FX4's evolution was the introduction of the FX4W in early 1986. This variant made the FX4 wheelchair accessible, a crucial step towards inclusivity. In the FX4W, the left rear door was engineered to open a full 180 degrees, and the front/rear divider was staggered to facilitate easier entry and exit for wheelchair users. While initially an option, wheelchair access became compulsory for London taxis in 2000. This regulation led to many older, non-compliant cabs being retired from London service, or "taken off the plate," rather than incurring the expense of a conversion.

The FX4S Plus, launched in September 1987, brought further refinements, replacing the by-then very old-fashioned Smiths Instruments cluster with one from the Austin Rover Group cars. The suspension also received a much-needed improvement, enhancing ride comfort and handling.

The zenith of the FX4 line arrived in February 1989 with the introduction of the Fairway. This model was fitted with a naturally aspirated 85 bhp (63 kW; 86 PS) 177 N·m (131 lb·ft) straight-4 SOHC 2664 cc Nissan TD27 diesel engine. The Nissan engine transformed the FX4 into a much faster and significantly more reliable vehicle, cementing its reputation. However, the initial braking system was perhaps not entirely up to the task of stopping the more powerful cab safely from higher speeds, leading to some accidents. Redesigning the braking system was a complex undertaking due to the stringent requirement for a London taxi to maintain an exceptionally tight 7.6-metre (25 ft) turning circle. Eventually, GKN successfully redesigned the brakes and suspension, allowing disc brakes to be fitted at the front while preserving the legendary turning circle. This improved version, known as the Fairway Driver, was the final iteration of the FX4. The very last FX4 ever manufactured, with the poignant registration mark R1 PFX (i.e., RIP FX), was built on 1 October 1997 and now resides in the National Motor Museum at Beaulieu, a fitting tribute to its enduring legacy.

The Sunset Years: Emissions and Legacy

In recent years, strict emissions regulations posed a new challenge for the aging FX4 fleet. Various emission reduction kits were developed to help these engines meet Euro 3 standards. These included the STT Emtec Clean Cab turbocharger system, the Taxicat exhaust gas recirculation system, and an LPG (Liquefied Petroleum Gas) system. Taxi drivers generally preferred the STT Emtec system as it could increase power without negatively impacting fuel economy. The Taxicat system was less successful, and the LPG conversion was a more radical, expensive, and technical option that could affect the vehicle's residual value.

Interestingly, only about 80 Austin- and Rover-engined cabs were plated during the 2006 emissions strategy, and no company successfully designed a conversion kit for these specific engines. This effectively granted these few cabs an exemption from the stringent control measures. In contrast, the approximately 15,000 Nissan-engined Fairway, Fairway Drivers, TX1, and a few Ford 2.5L-engined Metrocabs were all required to be converted as per the strategy's requirements. Despite their advantage, by late 2009, only six plated Rover- or Austin-engined cabs were still operating on the streets, most having covered well over a million miles each, a testament to their original build quality.

The FX4's long and distinguished service eventually came to an end, with the vehicle being replaced by the more modern TX1, which subsequently evolved into the TX series of taxis, with the TX4 being its latest (as of 2009) incarnation. The TX series continues to uphold the heritage of the London Black Cab, built on the foundations laid by the legendary FX4.

Beyond the Taxi Rank: The Austin FL2

It's also worth noting that the FX4 had a sibling, the Austin FL2. This was the private hire version of the FX4, distinguishable by its lack of the top-mounted taxi sign. The FL2 could be ordered with more upmarket trim and even air conditioning, making it suitable for hotels and similar businesses to use as a courtesy car. It was also sold as a private car to individuals who appreciated its robust build and spacious interior, further showcasing the versatility of this remarkable design.

Frequently Asked Questions About the FX4

Q: Was every FX4 taxi black?
A: No, while the vast majority of FX4s used as taxis in London were indeed black, there was no legal requirement for them to be that colour. They could be, and sometimes were, other colours.

Q: What was the original engine in the FX4?
A: The original FX4 was fitted with a 2.2-litre Austin diesel engine and a Borg-Warner automatic transmission.

Q: Why was the FX4R considered unreliable?
A: The FX4R, which used the Land Rover 2.28L diesel engine, was known for its poor performance and reliability issues, leading to widespread dissatisfaction among drivers.

Q: What was an "FX4Q" or "Q Cab"?
A: An FX4Q, or "Q Cab," was a refurbished FX4 that used an old chassis and suspension components combined with new bodywork and a 2.5L diesel engine from India. They were required to have a registration mark ending with the letter 'Q'.

Q: When did the FX4 become wheelchair accessible?
A: The wheelchair accessible variant, the FX4W, was introduced in early 1986. Wheelchair access became compulsory for London taxis in 2000.

Q: What replaced the FX4?
A: The FX4 was eventually replaced by the modernised TX1, which was the first in the TX series of taxis. The TX4 is a later incarnation of this series.

The FX4's journey from its inception in the late 1950s to its eventual retirement in the late 1990s is a testament to its robust design and adaptability. It navigated changing regulations, evolving technologies, and the ever-present demands of London's streets, cementing its place not just as a vehicle, but as an integral part of British cultural identity. Its accessibility features and continuous improvements ensured its relevance for decades, truly making the Fairway Driver a fitting final chapter for this automotive legend.

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