Why modern cars rarely use “suicide doors”

Automakers largely abandoned rear-hinged “suicide” doors because they complicate crash safety and structural integrity, increase the risk of occupant ejection if a door opens while moving, and add cost and complexity—especially under stringent side-impact and ejection-mitigation rules. They aren’t banned, but meeting today’s regulations and consumer expectations is easier with conventional, front-hinged doors; rear-hinged doors now survive mainly in niche luxury models and a few specialty designs.

What “suicide doors” are—and how they got the name

Suicide doors are doors hinged at the rear rather than the front. Popular on prewar sedans and mid-century coupes, they allowed graceful entry and exit—especially to rear seats—because the opening faces the curb. The grim nickname arose from early safety shortcomings: if such a door unlatched at speed, airflow could rip it wide open, raising the chance of a passenger being pulled out. While engineering has advanced, that core physics challenge still shapes design decisions.

Why automakers moved away from them

The reasons span safety, engineering, cost, and everyday convenience. The following list outlines the main factors that pushed most brands toward conventional doors.

• Safety and regulations: Rear-hinged doors make it harder to prevent ejection and pass side-impact standards without extra structure, airbags, and stronger latches.
• Structural integrity: Modern crash performance relies on a robust B‑pillar; wide, pillarless openings (common with coach doors) are harder to reinforce without weight and cost.
• Restraint integration: Seatbelts and curtain airbags are easier to package around a fixed B‑pillar than in a door that has to carry hardware and wiring.
• Cost and complexity: Stronger hinges and latches, additional interlocks, and sealing for wind/water/road noise add engineering time and manufacturing expense.
• Usability: Many rear-hinged rear doors require the front door to open first, which is awkward in tight parking and for families with child seats.
• Consumer demand: Buyers prioritize safety ratings, practicality, and perceived simplicity; the benefit of a wider opening rarely outweighs trade-offs.

Taken together, these factors don’t make suicide doors impossible—but they do make them impractical for mass-market vehicles competing on price, safety scores, and convenience.

The safety science and the rules that matter

Ejection risk and door loads

With a rear hinge, oncoming airflow tends to catch an unlatched door and fling it open, increasing the chance of partial or full occupant ejection. Modern standards such as FMVSS 206 (door locks and retention components) require doors to stay latched in crashes and at speed; complying is more complex for rear-hinged designs because hinge and latch loads act differently under crash and aerodynamic forces.

Side-impact, rollover, and the B‑pillar

Side-impact protection (FMVSS 214) and roof-crush resistance (FMVSS 216) push automakers to maintain strong side structures. A conventional B‑pillar provides a critical load path in T‑bone crashes and rollovers and serves as an anchor for seatbelts. Coach-door layouts often delete or slim the B‑pillar, forcing engineers to build strength into doors and sills—possible, but heavier and pricier.

Airbags and ejection mitigation

Ejection-mitigation rules (FMVSS 226) and side-curtain airbags are now common. Packaging curtain airbags, sensors, and wiring harnesses through a moving, rear-hinged door, while ensuring reliable deployment and sealing, adds complexity and cost versus a fixed-pillar design.

Everyday usability trade-offs

Beyond crash performance, day-to-day practicality matters. The following points summarize user-experience drawbacks that erode the appeal of suicide doors for mainstream buyers.

• Front-door dependency: On many designs, the rear door can’t open unless the front door opens first, complicating loading kids and car seats.
• Tight parking hassles: Coordinating two doors that open in opposite directions can be clumsy near walls or adjacent cars.
• Child safety: Preventing accidental opening requires robust interlocks; parents often prefer the simplicity of conventional rear doors.
• Perception and resale: The “suicide” label and unfamiliar operation can put off some buyers, dampening demand.

For families and commuters, the convenience deficit usually outweighs the stylistic and access benefits that rear-hinged doors can offer.

Engineering and cost pressures

Manufacturers face tight margins and strict targets for weight, noise, and durability. Here’s how suicide doors complicate the bill of materials and the engineering plan.

• Heavier hardware: Stronger hinges, latches, and door frames add mass, which hurts efficiency and performance targets.
• Sealing and NVH: Achieving quiet cabins with large openings and opposing door seams requires extra seals and stiffeners.
• Crash tuning: More validation to meet door-retention, side-impact, and ejection rules increases development time and cost.
• Belt and wiring routing: Relocating seatbelt mounts and running airbag wiring through doors is more complex than anchoring to a pillar.

None of these hurdles is insurmountable, but they collectively raise costs versus conventional door layouts, making widespread adoption unlikely.

Where they survive today

Rear-hinged doors persist where design theater or packaging benefits justify the extra work. The following examples show how limited—but not extinct—the format is.

• Rolls-Royce “coach doors”: Current Phantom, Ghost, Cullinan, and Spectre EV feature rear-hinged rear doors, with extensive structural reinforcement and powered latches.
• Limited editions: Lincoln Continental Coach Door Edition (2019–2020) revived the layout in a small, hand-built run.
• Compact/specialty cars: BMW i3 (2013–2021) and Mazda RX‑8 (2003–2012) used rear-hinged rear doors that opened only after the front doors; Mazda MX‑30 (in select markets) continues the idea.
• Utility and niche models: Honda Element and Toyota FJ Cruiser used rear-hinged rear “clamshell” doors; Saturn Ion Quad Coupe and some pickups offered smaller rear-hinged access doors.
• European MPVs: Opel/Vauxhall Meriva B (2010–2017) used “FlexDoors” to ease rear-seat access.

These vehicles succeed either because low volumes absorb higher costs or because their brand identity and packaging priorities make the trade-offs acceptable.

Could they make a broader comeback?

Electric skateboard platforms and advanced materials make structural challenges more manageable, and concept cars still showcase pillarless coach doors for dramatic effect. But mass-market revival remains unlikely: safety compliance, cost, child-seat practicality, and consumer expectations all favor conventional or sliding doors. Expect suicide doors to remain a statement feature on luxury flagships and occasional niche models rather than a mainstream trend.

Summary

Cars don’t commonly use suicide doors anymore because keeping occupants inside the cabin, acing modern side-impact and ejection tests, and delivering quiet, durable, affordable vehicles is easier with front-hinged doors and robust B‑pillars. While not illegal, rear-hinged designs demand extra engineering, weight, and cost—and they complicate everyday use—so they persist mainly where drama and differentiation matter more than mass-market practicality.

Why did suicide doors go away?

‘Suicide’ doors largely disappeared due to previously mentioned structural integrity issues resulting from having no B-Pillar which an increasing focus on safety and crash testing in the latter part of the last century would have driven.

Are suicide doors banned?

No, suicide doors are not illegal; while they fell out of favor due to safety concerns in the past, modern vehicles with suicide doors often incorporate advanced safety features and are found on luxury and limited-edition models, making them a legal and stylish design choice. 
Why they are not illegal

• Modern Safety Features: Opens in new tabUnlike early models, contemporary suicide doors are engineered with automatic locking mechanisms that keep them shut when the car is in motion. 
• Seatbelt Usage: Opens in new tabPassengers are required to wear seatbelts, providing a crucial layer of protection against ejection. 
• Focus on Luxury and Design: Opens in new tabAutomakers use them on high-end vehicles to maximize the space for rear passengers, creating an elegant, iconic, and exclusive look. 

Why they were historically problematic

• Lack of Safety Regulations: Opens in new tabIn the early days of motoring, there were fewer safety regulations, and door latches and seatbelts were not as reliable. 
• Aerodynamic Forces: Opens in new tabThe air pressure on a moving vehicle could easily catch a rear-hinged door and pull it open or even rip it off its hinges, a hazard not present with front-hinged doors that are forced shut by the wind. 
• Risk of Ejection: Opens in new tabIf a door opened while the vehicle was moving, the force of the air could eject passengers from the car, which led to the “suicide door” nickname. 

What are the pros and cons of suicide doors?

Some of the advantages of suicide doors include their aesthetic value and easier entry and exit for passengers. Safety risks and difficult installation are some of the disadvantages of suicide doors.

What cars still use suicide doors?

Modern use

• Suicide doors.
• 2021 HiPhi X.
• 2013 BMW i3.
• Saturn Ion Quad Coupe 2002—2007.
• A Lincoln concept car (Lincoln C) from 2009 with rear suicide doors, left side doors open. Note that there is no B-pillar and therefore there are two pillars, A and C.