在出租车车型愈发丰富之后，网约车还有必要单独分支吗？

出租车都有哪些经典车型？

曾经的出租车以天津大发的“面的”为主，相信许多70/80和部分90后还有一定印象，那时候的出租车主要是面包车（MINIBUS）；后期开始使用轿车，夏利应当是一代经典车型。再往后则是大众捷达、桑塔纳，现代伊兰特，富康988，雪铁龙爱丽舍，奇瑞旗云，吉利自由舰等，这些车是90后和00后最常打到的出租车。近几年则是以北汽、长安、吉利、奇瑞、比亚迪等品牌的插电混动或纯电动汽车为主，几十年来，出租车也经历了驱动技术的跨越式升级。

可是有一点基本没变：车型基本以三厢轿车为主。

为何出租车总是偏爱轿车呢？

以实用性而言，三厢轿车是远不如“面的”的；因为面的核载人数更多且载货空间更大，而三厢轿车只能核载5人，并且行李箱（后备箱）还往往会因为储气罐而被占用大量的空间，实用性真的比较差。

但是三厢轿车总会是出租车的最优选，因为这种车型的整备质量低于SUV或MPV，车身轻盈则更加省油；而两厢车虽然更轻盈但基本没有载货空间，作为出租车基本不适用，所以最终是三厢轿车成为主流。

在电气化时代里，出租车车型愈发丰富。

细心的汽车爱好者一定能发现在近一到两年里，出租车的车型不再单一；在诸多城市里，跨界MPV和一部分SUV正在陆续进入出租车市场。这些车基本都是来自大通、奔腾、北汽、吉利、长安、比亚迪等品牌的纯电动汽车，车辆核载人数最高达到七座，行李箱空间或可拓展载货空间充足；甚至有一些出租车很个性的在车顶安装了行李架或行李箱，在必要的时候可以将乘客的行李分别放置在车内或车顶。

看曾经的出租车总感觉缺少一些东西。

看现在的出租车似乎多出了一些东西。

是什么呢？

或许是丰富的车型带来的视觉冲击，是出租车文化的多元化；以及出租车服务品质的关键提升；只是出租车难道不在意车辆能耗了吗？实际上对于纯电动汽车而言，轿车、SUV和MPV运营成本的差异是很小的，究其原因是电的单价低；即便是偏重的纯电动MPV，其高出的能耗也是司机可以接受的，相较于出行品质提升带来的更多订单，多出这一部分能耗也是值得的。

网约车还有必要单独分支吗？

在出租车的车型愈发丰富且车辆的产品定位越来越高之后，笔者认为网约车已经没有单独分支的必要性。

网约车的全称是“网络预约出租车。”

其本质是出租车的分支，只是功能上不允许巡游获客；只能通过网络平台获得乘客的订单；但是出租车不仅能巡游获客，同时也能够通过网络平台获得乘客的订单，也就是说网约车实际是功能被缩减的出租车，存在的价值本就是有限的。但是初期的网约车整体定位高于出租车，其使用的车辆价格和品质更高，在出租车没有网约获客功能的阶段里，网约车客观上为大量出行用户提供了更高效便捷的出租车出行体验。

只是现在似乎逆转了。

初期的网约车之所以整体定位更高，原因在于网约车平台允许私家车注册运营，甚至是没有证照的私家车运营；而出租车为了控制运营成本，选择的车辆大都是价格低廉的最低配车型，差距是显而易见的。

可是在出租车可以不落户于公司而能够落户到个人名下之后，大量的出租车司机也开始选择高品质的汽车。反之，网约车平台之间的竞争进入白热化阶段，网约车司机们开始了“卷；”结果导致网约车整体水平越来越低，服务水平也越来越差。

至此出租车和网约车实现了定位逆转。

与其让出租车和网约车再这样耗下去，不如切割掉网约车！

每一座城市都应当按照数据评估出租车应有的保有量，网约车全面转向标准出租车，要求涂装标准化和一致化，无证车辆全面清退；出租车整体保有量应当加以限制，要一个萝卜一个坑的控制保有量，维持好出租车出行市场的供需平衡。https://weibo.com/ttarticle/p/show?id=2309405226714237632629
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网约车只是在汽车智能网联信息化阶段里打了反应相对迟钝的出租车一个措手不及，但是出租车也是会进化的，现在似乎没有必要再保留网约车。