Why do most airliners have underwing engines, while business jets have rear-mounted engines? Why have modern airliners converged on a configuration with two or occasionally four underwing engines, while modern business jets have converged on a configuration with two or occasionally three rear-mounted engines?

I am of course aware of the many past airliners with rear-mounted engines, with the DC-9 and MD-80 and later derivatives continuing into production until rather recently, but it still seems fair to say that the underwing configuration dominates modern airliner design.

Meanwhile business jets exclusively use the rear-engine design, unless one counts small airliners put into business service such as the Boeing Business Jet.  Does the underwing engine design simply not scale down well to something the size of a smaller business jet?   

Here's a related question with good answers but still doesn't really answer my question-- How does the mounting location of a jet engine affect aircraft performance?

One key factor now occurring to me is that business jets are boarded with self-contained airstair doors/ steps so a fuselage sitting high off the ground would be problematic.  Airliners with long fuselages perhaps may need rather long landing gear to provide adequate ground clearance for rotation anyway-- although the DC-9 / MD-80 with its wing and landing gear far to the rear did sit rather low to the ground-- still in the airliner situation perhaps there simply is not as much benefit to having a low-sitting fuselage as there is in the business jet situation.  

Of peripheral interest is this Wikipedia article on "airstairs", pointing out some cases where full-blown airliners are equipped with airstairs.  One of the more interesting lines is:   


  The most unusual airstair design was found on the Lockheed L-1011,
  which was a full-height airstair which was stored in a cargo
  compartment and allowed access from the right aft passenger door to
  the ground. This design was ultimately so large and heavy, and it took
  up valuable cargo space, that it was rarely used.
Underwing engines have more advantages for larger planes, but there must be enough room underneath the wing to mount them. 

This was tested by Boeing in the 1960s, when they designed the B737 and had two competing teams pre-design both configurations. The underwing config won. When Airbus designed the A320 two decades later, the underwing config won again with engines that were a good amount wider.



Image source.

Advantages of underwing mount:


Engines mounted in pods underneath the wing reduce the upward bending moment of lift creation, and therefore allows for lighter construction. 
If the pods stick out forward of the wing, the backwards aerodynamic twisting moment is also reduced: lighter construction.
The engines can be easily reached for maintenance.
All of the fuselage can be used for useful load - tail mounted engines have structural reinforcements in the fuselage between the engines.


Advantages of fuselage mount: 


The yawing moment of a single engine fail is smaller, allowing for a smaller vertical tail.
Fuselage can be lower to the ground and allow for low door sill height.
Landing gear can therefore be shorter.
Clean wing configuration.
Lower trim change due to thrust.
Less noise in most of the cabin.


In smaller planes, the wing bending &amp; twisting moment is a relatively smaller constructive issue than in larger planes. And indeed, being closer to the ground allows for easier boarding via air stairs.