advantages

Interior space: Since the powertrain is a single unit contained in the engine compartment
of the vehicle, there is no need to devote interior space for a driveshaft tunnel or rear
differential, increasing the volume available for passengers and cargo.[1]
o Instead, the tunnel may be used to route the exhaust system pipes.

Weight: Fewer components usually means lower weight.

Improved fuel efficiency due to less weight.[8]

Cost: Fewer material components and less installation complexity overall. However, the
considerable MSRP differential between a FF and FR car cannot be attributed to layout
alone. The difference is more probably explained by production volumes as most rearwheel cars are usually in the sports/performance/luxury categories (which tend to be
more upscale and/or have more powerful engines), while the FF configuration is typically
in mass-produced mainstream cars. Few modern "family" cars have rear-wheel drive as
of 2009, so a direct cost comparison is not necessarily possible. A contrast could be
somewhat drawn between the Audi A4 FrontTrak (which has an FF layout and frontwheel drive) and a rear-wheel-drive BMW 3-Series (which is FR), both which are in the
compact executive car classification and use longitudinally mounted engines.[1]

Improved drivetrain efficiency: the direct connection between engine and transaxle
reduce the mass and mechanical inertia of the drivetrain compared to a rear-wheel-drive
vehicle with a similar engine and transmission, allowing greater fuel economy.[1]

Assembly efficiency: the powertrain can often be assembled and installed as a unit, which
allows more efficient production.[citation needed]

Placing the mass of the drivetrain over the driven wheels moves the centre of gravity
farther forward than a comparable rear-wheel-drive layout, improving traction and
directional stability on wet, snowy, or icy surfaces.[1][2][3]

Predictable handling characteristics: front-wheel-drive cars, with a front weight bias, tend
to understeer at the limit, which (according to SAAB engineer Gunnar Larsson) is easier
since it makes instinct correct in avoiding terminal oversteer, and less prone to result in
fishtailing or a spin.[3][4]

A skilled driver can control the movement of the car even while skidding by steering,
throttling and pulling the hand brake (given that the hand brake operates the rear wheels
as in most cases, with some Citroen and Saab models being notable exceptions).

It is easier to correct trailing-throttle or trailing-brake oversteer.[3]

The wheelbase can be extended without building a longer driveshaft (as with rear-wheeldriven cars).