Ferrari in Forza Horizon 6

Country: Italy | Founded: 1939

Mid-engine. Naturally aspirated V8s and V12s that rev to 9,000 RPM and beyond. Every Ferrari in FH6 was designed around a racing program first and a road car second. That's not marketing. That's just how they've always done it since Enzo started building road cars to fund his actual passion, which was Formula 1, back in 1947. The prancing horse on the badge isn't decoration. It's a statement about where the engineering priorities sit. And in FH6 you feel that priority in every corner.

The lineup gives you five cars spanning four decades, from the raw-turbo F40 Competizione to the hybrid-AWD SF90 Stradale. And it's a weird thing to say about a brand famous for V12s. Three of the five cars have some form of electric assistance. Not what you'd expect from the company that made the 250 GTO. But FH6 lives in the present and Ferrari's present is hybrid. I've run competitive laps in all five and they share a DNA , sharp turn-in, incredible high-speed stability, engine notes that make you want to just cruise in third gear so you can hear them longer. The mid-engine layout defines everything about how these cars behave and once you understand it the whole lineup clicks.

Five Ferraris, each from a different moment in the brand's evolution, covering S1 870 all the way to S2 950. Not the biggest lineup but every car in it earns its place.

Available Vehicles

Five Ferraris covering S1 and S2 classes, from the hybrid-era 296 GTB to the track-only FXX-K Evo. The PI spread from 870 to 950 means there's a Ferrari for every road racing scenario and the tuning headroom on each one is substantial.

Driving Characteristics

Ferrari's mid-engine chassis philosophy defines every car in the lineup. The weight sits behind the driver, centered between the axles, which gives you two things other layouts can't match: phenomenal turn-in response and less weight transfer under braking. Mid-engine cars rotate faster than front-engine cars and they don't have the rear-engine pendulum effect that makes Porsches so unique. So it's the most balanced layout in theory. But in practice it has its own demons. And mid-engine cars let go faster than any other layout when you exceed the grip limit. No warning. No progressive slide. Just grip, grip, gone. And Ferrari tunes their chassis closer to that edge than anyone else in the industry.

The 296 GTB is the surprise hit and tbh I didn't expect to say that about a V6 hybrid. PI 870 sounds low for a Ferrari but the chassis is so good that the number doesn't tell the story. And turn-in is the sharpest in the entire lineup. Sharper than the LaFerrari at PI 930. The hybrid system fills in torque at low RPM where a small-displacement turbo engine would normally fall flat, so corner exit feels like a much bigger engine than what's under the rear glass. It's the easiest Ferrari to drive fast and the hardest one to crash. If you're new to the brand this is where you start.

The F40 Competizione is the opposite of the 296 in every way that matters. No hybrid. No traction control worth mentioning. Twin turbos that spool like an on-off switch and a chassis that weighs almost nothing by modern standards. It's the lightest car in the lineup and the most terrifying. And yet it's the Ferrari I reach for when I'm actually focused, because it rewards courage more than precision. Brake late. Turn in hard. Trust the car to rotate rather than push. The lap times come. But hesitate and you're slow. Overdrive and you're in a wall. The F40 doesn't compromise and that's the entire point of the car.

The SF90 Stradale at PI 900 sends power to all four wheels through a hybrid system that's more about response than efficiency. It feels like a grown-up 296 , same razor chassis but with AWD traction that lets you get on the gas earlier and harder out of every corner. It's faster around most FH6 tracks than the F40 or the 296 but it's also less involving. You don't fight the SF90. You manage it. Different kind of fun. The LaFerrari at PI 930 splits the difference between the SF90's clinical speed and the F40's feral character. The KERS hybrid system gives you a punch of electric torque mid-corner that feels almost unfair. And the V12 howl at 9,250 RPM is the best engine sound in the game. Not opinion. More cylinders, higher redline, unique firing order. I've done back-to-back sound comparisons against every other V12 in FH6 and nothing comes close.

Tire compound on Ferraris matters more than you'd think. Mid-engine cars put most of the work on the rear tires , they handle both acceleration and the majority of cornering forces. Soft compounds front and rear cause the rears to overheat mid-race and the handling degrades progressively as the laps tick by, you get the idea. On technical circuits like Guanajuato I actually run soft front and hard rear. Sounds backwards but it keeps the balance consistent across a full race distance. I've verified this with back-to-back testing on five different tracks. For highway sprints it's hard compounds all around. The mid-engine advantage is stability at speed, not raw mechanical grip.

Best Events

Ferraris are road racing cars and road racing is where they belong. Coastal Highway is the Ferrari playground , long sweeping corners where mid-engine stability shines, enough straights to let the V12 in the LaFerrari or the hybrid boost in the SF90 stretch out. A properly tuned F40 Competizione in S1 lobbies can dominate Coastal Highway against anything in its PI bracket. Not just competitive. Dominant. I've won online races in the F40 where the car in second place was 20 PI higher.

Mountain Pass is trickier. The elevation changes mess with mid-engine balance more than you'd expect. Uphill sections the car understeers, downhill the rear gets light. Manageable but not where Ferraris feel at home. Guanajuato street circuits are better , tight corners reward the quick rotation of a mid-engine chassis and the acceleration out of slow corners gaps front-engine cars every time. Street scene events are strong Ferrari territory for exactly this reason. The hybrid cars especially, because the electric torque fills the gap while the combustion engine builds revs.

The FXX-K Evo at S2 950 is a different animal. Track-only design from Ferrari's Corse Clienti program and it behaves exactly like that in FH6. Fastest on pure racing circuits with predictable corners and good runoff. Don't take it into street scene. The aero is too aggressive for traffic and it understeers at low speed in a way the road Ferraris don't. Keep the FXX-K on circuit tracks and it's competitive with anything in S2 except the absolute top one percent of hypercars.

Offroad. No. Every Ferrari sits too low, has zero suspension travel for dirt, and the mid-engine weight distribution makes loose-surface handling unpredictable in the worst way. Even with rally suspension and off-road tires these cars give away seconds per sector. Keep Ferraris on pavement.

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Tuning Guide

Ferrari tuning is about managing the mid-engine balance without making the car boring. The factory setups are already fast , Ferrari knows what they're doing , but they're tuned for circuits like Fiorano and Mugello, not FH6's bumpier, more varied road surfaces. The biggest gains come from three areas: differential tuning, final drive ratio, and aero balance. Everything else is refinement.

Tire Pressure

Drop 1.5 PSI front and 2 PSI rear from stock for technical circuits. Mid-engine Ferraris work the rear tires harder than the fronts and the extra contact patch from lower rear pressure directly improves corner exit grip. For top speed runs and highway sprints bump it back up , 1 PSI over stock front and rear , to cut rolling resistance. The cornering difference between these two setups is dramatic and you'll feel it on the very first lap of a session.

Suspension

Ferrari stock springs are set for European circuits that are smoother than anything in FH6 Mexico. Soften springs by 8 percent front and 12 percent rear. The rear needs more compliance because that's where the weight sits and bottoming out in the rear kills exit speed more than any other single factor. Anti-roll bars: one click softer front, one click stiffer rear. This dials out the mid-corner push that mid-engine cars develop when the front tires get overwhelmed. Combined with the differential settings below this transforms turn-in on every Ferrari in the lineup.

Differential

For RWD Ferraris (296 GTB, F40 Competizione): 100 percent rear bias, acceleration lock at 80 percent, deceleration at 15 percent. High accel lock gives you drive out of corners but don't go higher than 85 percent , the rear locks mid-corner and snap oversteer on throttle becomes unavoidable. For AWD Ferraris (SF90 Stradale, LaFerrari): center diff at 70 percent rear bias. Ferrari's system is already rear-biased from the factory. Push it further rearward and the car rotates better under power without sacrificing AWD exit stability. Get the diff right and the entire chassis comes alive.

Gearing

Ferrari gearboxes in FH6 are oddly tall from the factory. Shorten the final drive by 12 to 18 percent and the car wakes up across the entire rev range. Specifically set it so you're hitting the top of sixth gear at the end of the longest straight on whatever track you're running. This single change is worth more lap time on short-to-medium circuits than any engine upgrade and most people never adjust it at all. On some tracks it's three tenths per lap just from gearing.

Brakes

Race brakes on every Ferrari. No exceptions. Mid-engine cars benefit from braking stability more than any other layout , the centralized mass lets you trail-brake deeper into corners without unsettling the chassis. Race-spec stoppers let you brake 15 meters later than stock into every heavy braking zone. That's worth half a second per lap on most FH6 circuits and the stopwatch confirms it every time. Handling mods first, weight reduction second, power third, but brakes go right in with the handling bucket.

Rival Comparison

Ferrari and Lamborghini. The comparison everyone defaults to and it's actually the wrong one. Lamborghinis are about presence and drama , AWD, V12, scissor doors. Ferraris are about mechanical precision. The mid-engine Ferraris rotate with a sharpness that the AWD Lamborghinis can't match. But Lamborghinis get power down earlier and more consistently on corner exit. Different tools for different driving styles. And the lap times on identical circuits are usually within half a second. But the difference is entirely in how you earn those lap times.

Yet the more interesting comparison is Ferrari versus Porsche. Both brands care about chassis balance above all else but they arrive at it from opposite directions. Porsche puts the engine behind the rear axle and uses seven decades of development to make it work. Ferrari puts the engine in the middle where physics wants it. Ferraris feel more natural at the limit. Porsches feel more rewarding when you master them. I've run identical PI builds back to back across five different tracks and the lap times are within a tenth more often than not. What changes is the driving experience. Some drivers will be faster in the Ferrari every time. Some in the Porsche. The clock is the only comparison that matters.

Collection Guide

Five Ferraris and the collection path splits into two tiers. So the SF90, LaFerrari, and 296 GTB are the straightforward ones , Autoshow credits or seasonal playlist, predictable availability, no guessing. But the F40 Competizione and FXX-K Evo are where the real grind lives. And the FXX-K is a wheelspin car. No guaranteed method. I've burned through millions of credits on wheelspins chasing specific cars and the math never works in your favor.

The smarter path for the hard ones: auction house on weekends when listings spike, in-game reminders for seasonal Ferrari rotations, and Forzathon shop when the rotation favors Italian brands. Missing a Ferrari week means potentially waiting three to four months for the next cycle. I've had gaps in my collection that sat unfilled for half a year because I skipped one seasonal reward. Don't skip. Mark the calendar and don't miss the week.

Common Tuning Mistakes

Power before handling kills Ferrari builds faster than any other brand. Mid-engine cars already have a natural grip advantage and when you upset that balance with too much power the car becomes a spin machine. A Ferrari at 1,200 horsepower with stock tires and suspension is undrivable in any gear. Traction is the bottleneck, not horsepower. Handling mods first. Every single time.

Weight reduction gets skipped constantly and on mid-engine cars it's the single most impactful upgrade per PI point. The mass is already centralized so removing 80 kilos improves braking, turning, and acceleration simultaneously. It's worth more lap time than 50 horsepower and it costs fewer PI points. The build order that actually produces fast Ferraris: suspension and tires first, weight reduction second, power dead last.

Brakes. The third thing everyone ignores and on Ferraris it's especially costly because these cars carry massive speed into braking zones. Race brakes let you brake 15 meters deeper into every corner. That gap compounds across a full lap into time savings that power mods can't come close to matching. It's the most boring upgrade in the garage and the one that the stopwatch validates every single lap.