Audi in Forza Horizon 6

R8 V10 Plus (2016)

Honestly, Class: S1 | PI: 810

RS e-tron GT (2024)

Class: S1 | PI: 800 The current lineup gives you a mid-engine V10 supercar and an electric grand tourer, both in S1. It's not a deep bench but the contrast between these two cars is worth the price of admission alone. Playground Games could add more Audis through seasonal updates but this duo already covers two completely different approaches to going fast.

Driving Characteristics

The R8 V10 Plus, let me just say it. This car has one of the best engine notes in FH6 and it's not even close. Naturally aspirated 5.2-liter V10 with no turbo muffling the sound. It screams to 8,700 RPM and the noise alone is worth the garage slot. But the engine isn't just theater, the power delivery is linear in a way turbo cars can't match. No lag. No sudden surge. Just a rising wall of acceleration that keeps building until the shift lights go red. In S1 where most competitors are turbocharged, that linearity is a genuine competitive advantage on corner exit. You know exactly what you're getting when you squeeze the throttle.

The chassis. Mid-engine with quattro AWD. On paper that sounds like understeer city and tbh the stock tune does push a bit on entry. But once you get the diff dialed in, the R8 rotates with a neutrality that shouldn't be possible for an all-wheel-drive car this heavy. The weight sits behind you and you feel it, not in a scary rear-engine 911 way. More like the car pivots around a point somewhere just behind your shoulders. It's confidence-inspiring without being boring. The quattro system hooks up on exit and you can get on the power earlier than almost anything in S1 with similar PI. Back-to-back testing on Mountain Pass against the M4 and AMG GT proves it. The R8 gains time on corner exit, loses a bit on entry, and the net trade is positive on most circuits.

The RS e-tron GT, completely different animal. Dual motors. Instant torque. Zero engine noise, the first time you launch one it's genuinely disorienting. No buildup, no rev climb, just silence and violence, the acceleration curve from a standing start is broken in the best way. PI 800 doesn't tell the whole story because the instant torque makes it launch like a PI 850 car. But you pay for that at the top end. The e-tron GT runs out of breath above 130 mph in a way the R8 never does. It's a drag strip monster and a short-track specialist, not a highway pull champion. Weight. Both Audis are heavy. The R8 carries luxury-car mass under that supercar body and the e-tron GT is an EV with a battery pack the size of a dining table. You feel it in transitions. Quick left-right flicks through chicanes expose the mass in a way that lighter competitors just sail through. The tradeoff is stability. These cars are planted at speed in a way that inspires actual confidence to push harder. On high-speed sweepers like the final sector of Coastal Highway, the planted feel is worth the weight penalty. On tight technical sections like Guanajuato's alleyway section, it absolutely isn't. Tire compound choice matters enormously here, softer compounds take the edge off the weight penalty in tight sections. Harder compounds emphasize the stability advantage on fast tracks. Pick for the circuit, not the car.

Braking. Both Audis stop well from factory but the weight shows up again under hard braking. Trail braking is where you really feel the difference between these two. The R8 rotates under trail braking like a proper mid-engine car should, the e-tron GT just kind of hunkers down and goes straight. Different approaches entirely. The regen braking on the e-tron is strong enough that you can effectively one-pedal drive through some sections, which is a weird and genuinely useful trick once you calibrate to it.

Best Events

Audi belongs on asphalt. Road racing is where both cars make sense and specifically medium-to-high-speed circuits with decent straight lengths. Coastal Highway is the standout. The R8's V10 gets to stretch its legs on the long sweepers and the e-tron GT's launch advantage on the starting grid is worth a position or two before the first corner every single time. Mountain Pass is also excellent. The elevation changes don't bother either car and the R8's mid-engine balance through the downhill esses is some of the most fun you can have in S1. The e-tron GT has a specific party trick. Drag racing at the festival strip. The instant electric torque is genuinely unfair against combustion cars in the same PI bracket. You'll gap most S1 competitors through the first 200 meters before they even start catching up. It's not the fastest S1 drag car overall but it's the easiest to launch consistently. No wheelspin management, no clutch timing. Just floor it and go, in ranked drag lobbies where consistency matters more than peak time, that's a real edge.

Street scene events. Both Audis work here but for different reasons. The R8's linear power delivery means you're not caught off guard by a turbo spike mid-corner when you're threading through traffic. The e-tron GT's silence is an advantage in street scene because you can hear tire noise and traffic audio cues better without engine drone masking everything. Small thing but it adds up across a full race.

Dirt and cross-country. No. Just no. The quattro badge might trick you into thinking these cars have off-road pedigree but the stock suspension travel and ground clearance are not built for it. Even with rally tires and raised suspension the weight kills you. Every bump unsettles the chassis and the recovery time between impacts is longer than dedicated off-road cars in the same PI range. Keep Audis on pavement. ← Back to All Cars

Tuning Guide

Audi tuning is about managing weight and unlocking rotation. These cars come from the factory with understeer baked in for real-world safety margins and your entire tuning strategy should be about dialing that out without making the car unstable. The biggest lap time improvements come from three areas: differential, tire pressure, and gearing. Everything else is refinement.

Tire Pressure

Drop 2 PSI front and rear for technical circuits. Both Audis benefit from the extra contact patch because weight is the enemy and more mechanical grip is the counter. The R8 in particular transforms with lower pressures, the front end bites harder on turn-in and mid-corner push decreases noticeably. For top-speed tracks raise pressure 1 PSI to reduce rolling resistance. The e-tron GT especially appreciates this on highway circuits where its top-end weakness needs every bit of help it can get.

Suspension

Stock springs are too stiff for FH6 road surfaces on both cars, soften by 10 percent front and rear. The cars settle faster after bumps and the handling doesn't suffer. Anti-roll bars are the key lever for Audi understeer. Stiffen the front bar by one click, soften the rear by one click. This combination shifts grip balance rearward on corner entry and the car wants to turn in instead of plowing straight. On the R8 specifically, drop the rear ride height 0.2 inches lower than front. The rake helps rotation under braking without making the car unstable at speed.

Differential

Both Audis are AWD from factory, set center diff to 65 percent rear bias, front accel at 30 percent, rear accel at 75 percent. Deceleration at 15 percent front, 25 percent rear. This setup gives you the R8 mid-engine rotation that the stock tune suppresses. The car turns under power instead of pushing wide and you can steer with the throttle through sweepers in a way that feels almost rear-drive. The e-tron GT responds differently to diff changes because the electric motors have instant torque response. Keep front accel lower on the e-tron, 25 percent max, or the front end will tug you wide under power in a way that's hard to predict.

Gearing

The R8's stock gearing is surprisingly good for FH6 tracks. The V10's wide power band means you don't need to be in the perfect gear to make speed. Shorten the final drive by 8 to 10 percent and leave the individual ratios alone. The e-tron GT needs more work, shorten the final drive by 12 percent. The single-speed reduction gear in the real car is simulated in FH6 with a very tall effective ratio and shortening it transforms the car's acceleration between 60 and 120 mph where most S1 racing happens.

Brakes

Race brakes on both cars before you touch power upgrades. The R8 is heavy and the stock stoppers fade noticeably across a full race distance. The e-tron GT has regen braking that helps but the mechanical brakes still need the upgrade for consistent trail braking performance. Braking 10 meters deeper into every corner compounds into multiple seconds saved per lap and on these heavy cars that gap is wider than it is on lighter competitors.

Rival Comparison

Audi is one of the five German brands in FH6 and it occupies the middle ground between BMW's sharp front-engine handling and Porsche's rear-engine drama. The R8's mid-engine layout puts it in direct competition with the Porsche 911 GT3 RS at PI 895. The Porsche is sharper, more demanding, and ultimately faster in skilled hands. So r8 is easier to drive fast and more forgiving of mistakes, same class, two different philosophies. Pick your poison.

The e-tron GT at PI 800 goes up against the Porsche Taycan Turbo S at PI 870. The Taycan is faster on paper and in practice. Better top end, sharper handling, more PI headroom for upgrades. But the e-tron GT is usually cheaper on the auction house and it's close enough that a good tune closes most of the gap. If you're collecting on a budget, the e-tron GT is the smarter buy. If you want the fastest electric German sedan in FH6, it's the Taycan and it's not close. Run them back to back on the same circuit, the clock doesn't care about badges.

Collection Guide

Two cars means this is the easiest German brand to complete, both are Autoshow models. Credits and done. No wheelspin grind, no seasonal FOMO, no auction house sniping at 3 AM. The R8 V10 Plus runs around 250,000 credits and the RS e-tron GT is in the 180,000 range. Afford the R8 first. It's more versatile across FH6's event types and the engine note alone justifies the garage slot. The e-tron GT is a specialist, not a daily driver.

If Playground Games adds more Audis through seasonal content, which they almost certainly will given the brand's popularity, grab them the week they drop. Miss a seasonal Audi and the wait for the next rotation could be months. That's not speculation. I've watched the RS6 Avant cycle in and out of previous Forza titles and the gap between appearances has been brutal.

Common Tuning Mistakes

Power before handling. This is the #1 Audi tuning mistake and it's worse on these cars than most. A fully upgraded R8 with 1,500 horsepower is useless if the chassis can't put it down. The weight that helps stability at stock power levels becomes a liability when you add 500 extra horses. The tires can't cope, the suspension bottoms out, and you're spinning through third gear while stock cars drive past you. Handling mods first. Always. Traction is the actual bottleneck for Audi lap times and no amount of horsepower fixes a car that won't hook up. Ignoring the differential. The stock Audi diff tune is set up for understeer because that's what keeps real-world drivers alive on the Autobahn. In FH6 it just makes the car push wide on every corner exit. Dialing in rear bias and proper accel/decel lock settings is not optional. So it\'s the difference between a car that fights you through corners and one that helps you. I cannot count how many Audi tunes I've downloaded that had 900 horsepower and a bone-stock diff. The tune shop numbers look impressive, the lap times are slower than stock. Fix the diff before you touch the engine.

Weight reduction. Both Audis are heavy and most tuners skip weight reduction because the PI cost seems high relative to power gains. But shedding 100 kilos from an Audi improves corner entry, mid-corner speed, braking distance, and tire wear all at once. Adding 50 horsepower only helps on straights, weight reduction helps everywhere. The build order that actually produces fast Audis: handling, then weight reduction, then brakes, then power dead last. The cars stay drivable as PI climbs and that's what wins races.