followed by a combined passenger/cargo area (unlike a sedan, which has a separate trunk/boot compartment). Up until approximately 2010, many SUV models were available in 2-door body styles. Since then, manufacturers began to discontinue the 2-door models as the 4-door models became more popular. A few 2-door SUVs remain available, such as the body-on-frame Suzuki Jimny, Toyota Land Cruiser Prado, Ford Bronco, and Jeep Wrangler as well as the Range Rover Evoque crossover SUV. Safety SUVs typically have high ground clearance and a tall body. This results in a high center of mass, which made SUVs more prone to roll-over accidents. In 2003, SUVs were quoted as 2.5 times more likely to roll over in a crash than regular cars and that SUV roofs were more likely to cave in on passengers than in other cars, resulting in increased harm to passengers. Between 1991 and 2001, the United States saw a 150% increase in sport-utility vehicle rollover deaths. In 2001, though roll-overs constituted just 3% of vehicle crashes overall, they caused over 30% of occupant fatalities in crashes; and in crashes where the vehicle did roll over, SUV occupants in the early 2000s were nearly three times as likely to be killed as other car passengers. Vehicles with a high center of gravity do sometimes fail the moose test of maneuverability conducted by Swedish consumer magazine Teknikens Värld, for example, the 1997 Mercedes-Benz A-Class and 2011 Jeep Grand Cherokee. The increasing popularity of SUVs in the 1990s and early 2000s was partly due to buyers perceiving that SUVs provide greater safety for occupants, due to their larger size and raised ride height. Regarding the safety of other road users, SUVs are exempted from the regulation that a passenger car bumper must protect the area between above the ground. This often increases the damage to the other car in a collision with an SUV, because the impact occurs at a higher location on the other car. In 2000–2001, 60% of fatal side-impact collisions were where the other vehicle was an SUV, an increase from 30% in 1980–1981. The introduction of electronic stability control and rollover mitigation, as well as increased analysis of the risks of a rollover, led the IIHS to report in 2015 that "the rollover death rate of 5 per million registered vehicle years for 2011 models is less than a quarter of what it was for 2004 models.