Suicide doors, it seems, are back in vogue, with MINI, Mazda, Rolls-Royce and now Vauxhall among the companies using this once-unfashionable style.

The new Meriva, Vauxhall’s neat new compact people-carrier, is the latest model to use these rear-hinged doors.

The idea that they offer a more dignified exit is well documented, but the engineering problems associated with making this system work is considerable.

But the boffins at Vauxhall seem to have done a solid job, here.

Vauxhall may appear to be an unlikely manufacturer to try this slightly off-beat idea, but the benefits far outweigh the grief involved in getting approval for the rear-hinge system present on the new Meriva.

Vauxhall’s concept is different. The Mazda RX-8 and Mini Clubman have had suicide doors for years, but the doors on those cars overlap, meaning the rear doors can only be opened if the front doors are opened first.

The Meriva uses a sophisticated electronic system to ensure the rear doors cannot be opened while the car is on the move, but can be opened independently once it has come to a standstill. Clever stuff.

This overcomes the restrictions that resulted from catch-failure incidents decades ago, leading to both the unflattering name ‘suicide doors’ and their highly-regulated use in Europe.

So Vauxhall can comfortably claim a segment first, but they’re more than a gimmick. Opening to nearly 90 degrees, they do exactly what they were designed to – offer a maximised space for access to the rear.

It’s true that much of the focus of the new model will be on these doors, but there’s more to Meriva than that.

It is a far more substantial car, with a roomier interior than the outgoing model. Although the roofline has actually come down, the new model is both longer and wider, with a bigger wheelbase translating to a real feeling of space inside.

Interior space is matched by practicality, with the flexible rear seating system allowing the seats to be moved forward and backwards independently, folded flat or moved inwards, causing the central seat to disappear and creating two rear seats with additional shoulder room.

The boot is also flexible, allowing for a floor at sill level deeper, while at the front there are two sizeable cup holders in the front doors and a decent size glovebox. The highlight, however, is a new rail-based system between the front seats. It can accept a storage bin and arm rest assembly that can then be moved forward, back to serve the rear passenger or removed completely, leaving just the trinket trays and room for a bag. It’s a smart way to add flexibility to the cabin, even if the rails do impinge on rear legroom for the central rear passenger.

Despite all the attention to passenger usability, the driver has not been neglected. The driving position itself is excellent and the attempts to resolve the visibility issues created by the A-pillar design of the outgoing model have been addressed, if not entirely resolved. Even so, the large glass house designed to appease younger passengers also benefits driver visibility.

There’s a greater feeling of quality at the wheel, too. The driver in particular benefits from the trickle-down of materials and equipment from the Insignia and Astra.

Upmarket dials and switchgear, plus a standard electric parking brake, are the most obvious upgrades. A full-length glass roof is standard on the top SE trim level, but the less extravagant trim levels of Expression, S and Exclusiv are sensibly and generously specced, too.

The upmarket feeling extends to ride and handling. The wider track of the more sizeable platform adds a surefootedness to the driving experience, and the ride is firm but compliant.

Although it can feel a little choppier on well-worn surfaces, it’s never crashy, finding an excellent balance between passenger comfort and driver feedback and control that’s certainly no accident.

The firmer chassis means the well-weighted steering is as responsive as you’d want from an MPV, rounding out an impressively tailored package.

Initial engine options are 1.3-litre and 1.7-litre diesel units, the 1.7 offering the only automatic option – a new six-speed transmission.

The rest of the range is made up of 1.4-litre petrol engines in various states of tune, from non-turbo 98bhp through turbocharged 118bhp and 138bhp examples.

Using a five-speed manual, the 118bhp unit proves potent enough. A little less smooth than the high-powered six-speed combination, it’s none-the-less refined and tractable, proving at home in a range of environments.

Bearing in mind that the previous version sold 112,000 examples in the UK alone, the fact that the new Meriva shows improvements across the board bodes very well for Vauxhall.

It would be easy to be distracted by a single element, but that wouldn’t do justice to the rest of a very impressive package.

Vauxhall Meriva 1.4 VVT 120 Turbo Exclusiv:- PRICE: £17,365 on the road.

ENGINE: 1.4-litre petrol unit developing 118bhp via a five-speed manual transmission as standard, driving the front wheels.

PERFORMANCE: Top speed 117ph, 0-62mph 11.5 seconds.

EMISSIONS: 143g/km.

COSTS: 46.3mpg.

WARRANTY: Three years’/60,000 miles.

Steve’s Ratings: Performance: 4/5 Ride/Handling: 4/5 Space/Practicality: 5/5 Equipment: 4/5 Security/Safety: 4/5 OVERALL: 4/5