FWD, RWD or AWD: Fast or furious?

A win-win comparison
Rev heads, rejoice.

There is no better time in the performance car space than the present. There is new performance metal arriving almost every month -- from all corners of the globe. And critically, right across the price spectrum.

The performance bar itself is constantly shifting, so much so that humble hot hatches today can replicate the speed and finesse of six-figure supercars from only a decade ago.

This seismic shift has become the catalyst for a new war of words among everyday performance enthusiasts; an argument over which is the better, and importantly, faster, drive configuration -- front-wheel drive, rear-wheel drive or all-wheel drive.

Popular belief will have you think that front-drive cars are understeer-heavy, rear-drive cars are on the verge of extinction and all-wheel drive cars aren’t any fun. Reality shows us differently.

We recently took three serious contenders – all hatches with potent four-cylinder engines – to a tarmac rallysprint to prove the point.

To keep this comparison as relevant as possible, we limited ourselves to a budget of between $50,000 and $55,000. Our three combatants are the BMW 125i, Peugeot 308 GTi 270 and Volkswagen Golf R.

The Bimmer packages a four-cylinder turbo-petrol engine with a smooth-shifting eight-speed automatic transmission. The engine's 165kW and 310Nm are decent outputs but are actually the lowest of our three contenders.

The BMW’s resulting 0-100km/h time of 6.1sec positions it behind the Golf R (5.0sec) and narrowly behind the 308 GTi (6.0sec ).

What the BMW loses in straight-line power, however, it makes up for with excellent braking (courtesy of decent M-branded calipers), pristine handling and fluid, rear-drive balance – the latter two individually adjustable via a suite of driver modes.

Surprisingly (amazingly!) the Bimmer is the cheapest of this bunch, at $49,900 (plus on-road costs).

2017 BMW 1 Series pricing and specifications:
Price: $49,900 (plus on-road costs)
Engine: 2.0-litre four-cylinder turbo-petrol
Output: 165kW/310Nm
Transmission: Eight-speed automatic
Fuel:  5.9L/100km
CO2: 134g/km CO2
Safety Rating: Five-star (ANCAP)

Happily, the latest 308 GTi stays true to its roots -- and does a mighty fine rendition at that.

The 308 GTi is available in two power grades. We’re testing the flagship ‘270’ horsepower model, designated by its name and priced at $49,990 (plus on-road costs).

That 270hp equates to 200kW, pretty considerable numbers from a 1.6-litre petrol-turbo. The matching 330Nm is available from 1900rpm, translating to an energetic and boisterous rush to redline on the road.

A Torsen limited-slip front differential is the defining piece of the Peugeot powertrain, purportedly doing away with unwanted traits including torque steer and axle tramp.

Packaging is the real hallmark of the GTi’s front-drive layout. It enables a kerb weight of only 1205kg, making the Pug comfortably the lightest of the bunch (BMW 1400kg, VW 1495kg).

The caveat here is that the GTi is tied exclusively to a manual transmission. While that’s a win for enthusiasts, it has the potential to impact the French hot hatch’s times in the tarmac stage.

2017 Peugeot 308 GTi 270 pricing and specifications:
Price: $49,990 (plus on-road costs)
Engine: 1.6-litre turbo-petrol four-cylinder
Outputs: 200kW/330Nm
Transmission: Six-speed manual
Fuel: 6.0L/100km (ADR Combined)
CO2: 139g/km (ADR Combined)
Safety Rating: Five-star ANCAP

It boasts a potent 2.0-litre turbo-petrol four-cylinder also shared with the Audi S3, offering up 206kW and 380Nm, the latter on an accessible bandwidth of revs between 1800-5100rpm.

Despite that, we know what you’re thinking: why wasn’t the Ford Focus RS the go-to all-paw contender in this test? Quite simply, the Focus RS has already won its plaudits, taking out our Under $100,000 performance category at the 2016 carsales.com.au Car of the Year awards, it's also (very) thin on the ground.

Instead, we went for a typical all-paw powerhouse that you can walk into a dealer and buy. The R sets you back $55,490 in this automatic guise.

Noted, the Golf R doesn’t have the ability (or modes) to power oversteer (read: drift) like the Focus, but it does possess a all-paw system that generates prodigious grip which should favour it around the tarmac rallysprint nicely.

The engine is linked, in this case, with a sharp-shooting six-speed dual-clutch automatic transmission. Another benefit is the standard fitment of a launch control function – a real advantage in our timed test.

Like the Peugeot, the Golf features some synthetic assistance in producing its throbby four-pot soundtrack.

2017 Volkswagen Golf R pricing and specifications:
Price: $55,490 plus ORCs
Engine: 2.0-litre turbo-petrol four-cylinder
Output: 206kW/380Nm
Transmission: Six-speed dual-clutch
Fuel: 7.1L/100km (NEDC Combined)
CO2: 164g/km (ADR Combined)
Safety Rating: Five-star ANCAP

The event is run on a Thursday night every four weeks through the summer months, and is open to anyone. You’ll simply need a car, a low level CAMS licence, and membership to the North Shore Sporting Car Club, the organisation responsible for running the event.

Entry to the event will set you back $255 per vehicle.

The event is sanctioned by CAMS, meaning each vehicle needs to run a fire extinguisher, safety triangles and first-aid kit. Each car needs a driver and a co-driver, both wearing a helmet and long-sleeved cotton (or similar) clothing at the very minimum.

The 3.5km course comprises a variety of tight-twisting bends and open-radius corners separated by straights up to 500m long.

On our damp but warm evening, each car gets four timed runs on the circuit. Our cars are run as close to back-to-back as possible through the four heats, ensuring like-for-like track conditions and grip.

We used the same driver for the entire exercise, yours truly. And, helping keep tabs on the entire test, plus ensuring excellent navigation, is experienced World Rally co-driver Dale Moscatt. He is a hugely valuable asset to the test, a walking encyclopaedia of knowledge for anything motorsport.

With a field of 90 vehicles at our round of the Whiteline Twilight Rally Sprint, our comparison forms one small but interesting component of the event.

The test
Scrutineering is done, all drivers have signed on and we have performed the insightful ‘recce’ run. It is now time for our first of 12 goes at the Twilight Rally Sprint course.

“Head straight up to the front of the queue mate, we’re going to need all the time we can get to squeeze all three cars in,” instructs Moscatt.

With each competitor separated by 30sec there is little time to gather your thoughts before charging off the line. In honestly, it probably saves any needless deliberation.

First car is the BMW 125i.

Moscatt counts me in: “10 seconds… in five, four, three, two, one”, before feverishly but succinctly running through meticulous pace notes.

Thanks to a heavy downpour about two hours before the commencement of the event, I decide to leave all of its electronic nannies turned on for the first run at least – and follow suit with both the BMW's rivals.

The striking thing about the 125i is its excellent balance, and lovely handling. It stops, turns and applies power admirably, holding tight through the circuit’s sharp, niggley sections, but happily staying composed through higher-paced parts.

The chassis breathes with speed, dissecting the course while holding it together through sections of standing water and, later on, mud.

Conversely, the Beemer’s engine feels a little breathless across the carparks and access roads, stumbling on a short dead spot in the lower end of the rev range before feeling the strain at the upper end of the dial.

The 125i sets a provisional first time of 2min:41.4, gradually improving as the night goes on.

Later, the Beemer eventually becomes more fluid in its power delivery, particularly when I make use of its steering-wheel mounted gear paddles and loosen the electronic stability control's reins. Doing so helps to offset the tiny flat spot in acceleration, but cannot completely mask the car’s breathlessness at the top end of the dial.

The car’s power delivery is also slightly encumbered by an electronic differential lock that cannot apportion power as adeptly as BMW’s more refined mechanical limited slip differential, like that found optionally on the M140/M240i.

Next up is the Pug 308.

Of all three cars, the Peugeot wins points for user engagement; it accelerates willingly and viscerally, and its six-speed manual quickly has the driver heel-and-toeing around the course.

The car’s limited-slip diff is a masterstroke. It allows puts the power down confidently aided by sticky Michelin Pilot Super Sport rubber. The Pug isn’t totally free of axle tramp, however, the front wheels pulling wide on a couple of faster corners.

In terms of cornering agility, the front-driver weaves through the course succinctly via crisp steering and excellent body control. When pushed, and particularly through tighter sections of the course, there is a hint of understeer. It's all totally manageable. Not surprisingly, the Pug isn’t as tail-eager as either the BMW or the VW.

These traits are reflected by an initial time of 2min:37.9 around the Eastern Creek layout.

Life on the press fleet hasn’t been kind to this 308, however; its big brakes struggle to stand up to the same punishment as either rivals, and by the end of the night, its clutch begins to slip ever so slightly.

Then, the final combatant.

Ever heard the expression 'point and shoot'? This basically typifies the Volkswagen Golf R.

While the BMW is balanced and the Peugeot 308 interactive, the VW is simply swift. It feels tied down through greasy sections of the course, its XDL locking diffs and Haldex 5 wet clutch all-wheel-drive system hooks up for sublime grip and poise.

This is reflected by an opening time of 2min:31.1, a mark which gradually improves as the evening goes on.

The Golf R’s steering and front-to-rear balance help it overcome any weight burden. In short, it feels just as lithe as the BMW and Pug, but tackles the course with the kind of nonchalance that inspires confidence.

There is also some lateral movement in the Golf which helps dispel the myth the AWDs are boring. Controllable levels of lift-off oversteer combine with sheer pace and grace to create an exciting and engaging driving experience.

In the end, the VW posts a fastest time of 2min:26.3 around the course, the manual-driven Peugeot slots into second with a respectable 2min:32.9 lap, while the BMW rounds out the three with a still-impressive 2min:34.8.

The result will hardly come as a revelation to car makers or enthusiasts.

With several new models including the new Mercedes-AMG E63 and upcoming BMW M5 embracing rear-biased, all-paw systems, it is becoming increasingly evident that as technology improves, rev heads can now access the benefits of all three packages in one.

In saying that, we can only hope that all three drive configurations continue to prosper into the future. In this comparison, choice really is king.

Thank you to Motorsport Safety and Rescue, Dale Moscatt and the North Shore Sporting Car Club for their assistance in putting this story together.