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Outbyte PC Repair FREERepair Windows errors before they cause bigger problemsFix Now →Outbyte Driver Updater FREEScan for outdated or missing drivers - takes under a minuteDriver Scan →The available data do not establish a verified list of 18 American cars that “actually killed people.” They do support a more precise answer: recent Insurance Institute for Highway Safety (IIHS) statistics identify models associated with elevated rates of driver deaths and deaths among drivers in other vehicles. Those rates describe fatal-crash outcomes—not proof that a vehicle or defect caused a particular death.
What “dangerous” means in these figures
IIHS’s latest model-level analysis covers 2023 vehicles and earlier models with the same designs and features. It counts fatalities from 2021–2024 and reports deaths per million registered vehicle years. A registered vehicle year represents one vehicle registered for one year, so the rate accounts for exposure rather than simply counting deaths. IIHS explains its analysis and findings.
The analysis separates two outcomes: deaths among drivers of the named model and deaths among drivers of other vehicles involved in crashes with it. They are not interchangeable. The first speaks to the named vehicle’s drivers; the second measures harm to crash partners. The figures also are not a ranking of defective cars or a list of vehicles proven to have caused individual deaths.
American-brand models with high driver death rates
These are the American-brand entries identified among the highest driver death rates in the latest IIHS table. Rates are deaths per million registered vehicle years for 2023 and equivalent earlier models, using fatalities from 2021–2024. The table is not a complete list of 18 models.
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| Model | Driver deaths per million registered vehicle years |
|---|---|
| Chrysler 300 2WD | 132 |
| Dodge Charger HEMI 2WD | 127 |
| Dodge Challenger 2WD | 125 |
| Chevrolet Malibu | 116 |
| Dodge Charger 2WD | 90 |
| Chevrolet Camaro | 88 |
| Dodge Durango 2WD | 83 |
| Chevrolet Corvette | 82 |
IIHS’s model comparison includes eligibility thresholds: a model needs at least 100,000 registered vehicle years of exposure or at least 20 deaths to appear individually. Equivalent older models may be grouped in to increase the sample size.
American-brand models with high other-driver death rates
The following figures count deaths among drivers of other vehicles involved in crashes with the named model—not deaths among its own occupants. They use the same fatality period, model cohort, and rate unit as the driver table.
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| Model | Other-driver deaths per million registered vehicle years |
|---|---|
| Dodge Charger HEMI 2WD | 161 |
| Dodge Charger 2WD | 136 |
| Chevrolet Silverado 3500 crew cab 4WD | 126 |
| Ram 1500 Classic crew cab short bed 4WD | 124 |
| Ram 1500 Quad 2WD | 113 |
| Ram 2500 crew cab short bed 4WD | 113 |
| Chevrolet Silverado 2500 crew cab 4WD | 111 |
| Ram 2500 crew cab long bed 4WD | 102 |
| Ram 1500 crew cab short bed 2WD | 100 |
| Ford F-150 SuperCrew 2WD | 99 |
| GMC Sierra 2500 crew cab 4WD | 98 |
| Ford Expedition 2WD | 88 |
| Chevrolet Camaro | 87 |
| Chrysler Pacifica 2WD | 84 |
The Ram 3500 crew cab long bed 4WD led the full IIHS other-driver table at 204 deaths per million registered vehicle years. It is included here for context, though it is not one of the American-brand entries in the list above. Across makes and models, IIHS reported averages of 37 driver deaths and 53 other-driver deaths per million registered vehicle years. See the IIHS analysis and full tables.
Why a high rate does not prove a car caused a death
IIHS derives fatality counts from the National Highway Traffic Safety Administration’s Fatality Analysis Reporting System (FARS) and registration estimates from Mobility Global. IIHS adjusts driver death rates for driver age and gender, but not for factors such as driving speed or miles traveled per day. The estimates therefore reflect vehicle design alongside patterns of use and driver demographics; they do not isolate a vehicle’s causal contribution. IIHS describes the method and qualifications.
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FARS is a census of qualifying fatal crashes in the 50 states, the District of Columbia, and Puerto Rico. A crash is included when it involves a motor vehicle on a public road and someone dies within 30 days. It records fatal crashes; it is not a finding that a vehicle defect caused a death. NHTSA documents how its Crash API can query fatal-crash records by make, model, model year, body type, case-year range, and state.
How to interpret the comparisons
- Compare the same outcome. A driver death rate cannot be substituted for an other-driver death rate.
- Keep the cohort attached. These recent rates use 2021–2024 fatalities and 2023 or equivalent earlier models, not every vehicle ever sold under a nameplate.
- Do not treat rates as raw totals. They are exposure-based rates per million registered vehicle years.
- Consider vehicle class and crash partners. Vehicle size, crashworthiness, crash-avoidance systems, speed, and driving behavior all matter. IIHS President David Harkey has noted that even the safest small cars fare poorly in crashes with large pickups and heavy SUVs. IIHS statement and results.
- Do not substitute crash-test scores. IIHS says front crash tests are most useful for comparisons within the same vehicle-size category, while real-world death rates permit cross-class comparisons but include influences beyond design. IIHS discussion of the measures.
Historical rates are different cohorts, not a timeless danger list
Older IIHS analyses show why model year and fatality period matter. The 2017 Ford Fiesta cohort had a driver death rate of 141 per million registered vehicle years based on 2015–2018 fatalities. An earlier table reported 104 for the Hyundai Accent among 2014 and equivalent models using 2012–2015 fatalities, and 149 for the Kia Rio among 2011 and equivalent models using 2009–2012 fatalities. These are historical rates, not raw death totals or findings of defect. IIHS’s report provides the current context; the Fiesta figure comes from its 2020 analysis.
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Those examples do not establish 18 American models tied to individual fatal cases. Creating that kind of historical list would require model-specific primary records—such as documented fatal cases and relevant investigation or recall findings—and a clear rule for which cases qualify. A model’s appearance in a fatal-crash dataset alone does not establish that it, or a defect, caused the crash.
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