Jaguar in Forza Horizon 6

Country: UK | Founded: 1922

One car. Just the F-Type R, sitting at PI 795 in A class. And honestly? That one car carries more weight than most brands' entire lineups. The F-Type R is Jaguar's final internal combustion sports car, the last of a bloodline that goes back to the E-Type and the XKSS and every beautiful fast thing that ever came out of Coventry. In 2024 Jaguar announced they were going all-electric. The F-Type R in FH6 is a digital museum piece and it doesn't even know it yet.

Rear-wheel drive. Supercharged V8. No hybrid assist, no all-wheel drive safety net, no electric motors filling in torque gaps. Just a 5.0-liter supercharged V8 sending 575 horsepower to the rear tires through an 8-speed automatic, and the car daring you to keep up. I've spent more time in this single car than some entire brands because there's something about a front-engine RWD British coupe that feels right in a way spec sheets can't explain. The long hood, the short rear deck, the way the car rotates around your hips instead of pivoting from behind like a mid-engine car. It's a dying breed and FH6 might be one of the last places you can experience it properly.

The F-Type R is the entire Jaguar story in FH6. One car, one class, one shot to get it right. And Jaguar got it right enough that I keep coming back to it even after driving cars with twice the PI and three times the cylinder count. Sometimes the best car isn't the fastest one. It's the one that makes you want to drive it for no reason at all.

Available Vehicles

One car in A class, PI 795. No safety nets, no hybrid trickery, just a supercharged V8 and rear-wheel drive. It's the most honest car in FH6 and that's exactly why it's so good.

A single entry in the Jaguar roster, but the F-Type R at PI 795 gives you a front-engine RWD platform that tunes well into S1 and handles like nothing else in A class. If Playground Games ever adds the XJ220 or the Project 8 through seasonal content, the brand becomes a legitimate powerhouse. For now, the F-Type R carries the flag alone and does it with style.

Driving Characteristics

Front-engine, rear-wheel drive. The classic formula and the F-Type R executes it with more personality than cars costing twice as much. The supercharged V8 delivers torque instantly, no lag, no waiting for turbos to spool. You put your foot down and the car goes, right now, and the rear tires are constantly negotiating with the pavement about whether this is actually a good idea. The 8-speed ZF automatic is smart enough to hold gears in corners and fast enough on upshifts that you rarely miss a dual-clutch. Downshifts are slightly slower than a DCT but the blip on downshift sounds so good that I genuinely don't care.

The weight distribution is roughly 53/47 front to rear, which in theory means mild understeer. In practice the supercharged V8 overpowers the rear tires so easily that the car feels more rear-biased than the numbers suggest. Corner entry is where the F-Type R asks the most from you. Carry too much speed and the nose pushes wide in a way that's hard to fix because you can't use the throttle to rotate the car until the front end bites. Trail braking is not optional on this car, it's the only way to get the nose turned in. Once the front grips up and you get on the power, the rear end squats and the car launches out of corners with the kind of violence that makes front-wheel drive cars look like they're standing still.

The chassis communicates differently than mid-engine cars. In a mid-engine car you feel the rotation happening behind you, the car pivoting around a point just behind your shoulders. The F-Type R rotates around your hips. The long hood ahead of you is a visual reminder that there's a lot of car in front of the axle, and you feel the weight transfer longitudinally more than laterally. It's not better or worse than mid-engine, it's just different, and if you've only driven mid-engine cars in FH6 you need to recalibrate your inputs. Brake earlier. Trail brake longer. Get on the power later but harder. The rhythm is different but once you find it, the car flows through corners in a way that mid-engine cars can't quite replicate. There's a weightiness to the transitions that makes the car feel planted rather than nervous.

The supercharger whine is the auditory signature of this car and it changes the way you drive. You hear the blower spool up before you feel the acceleration, which gives you a split-second warning that things are about to get rowdy. In a turbo car the power comes in a surge and catches you out. In the F-Type R the supercharger whine is like the car counting down before it punches you in the back. You learn to modulate the throttle by ear as much as by feel. Crack the throttle, hear the whine build, feel the rear tires start to slip, and either feed in more steering lock if you're drifting or ease off slightly if you're chasing lap times. It's an analog feedback loop that makes every corner feel like a conversation.

Tire choice on the F-Type R is binary: sport compound for racing, street compound for fun. The car makes enough power to overwhelm sport tires in second gear, and street tires turn every corner exit into a smoke show. For lap times, sport compound with 28 PSI front and 27 PSI rear gives you the best balance of grip and predictability. For hooning around the map and generally behaving like a menace, street tires at stock pressure let the car slide at speeds that won't instantly put you in a wall. It's one of the few cars in FH6 where downgrading your tires actually makes the experience better, not just slower.

Best Events

Road racing on medium-speed circuits is the F-Type R's natural habitat. Tracks with flowing corners and short straights, the kind of layout where you're braking and turning and accelerating in a constant rhythm. The Mountain Pass circuit in particular suits this car perfectly. The elevation changes load and unload the suspension in ways that the F-Type R's chassis handles beautifully, and the supercharger means you're never caught in the wrong gear coming out of a slow corner. Coastal Highway works too, but the longer straights expose the F-Type R's top speed limitation compared to more aerodynamic competitors.

Street scene events are genuinely good in the F-Type R, and not just in a "yeah it works" way. The supercharger's instant torque means you can punch through gaps in traffic without the half-second delay that turbo cars suffer. In A-class street scene lobbies, the F-Type R's acceleration out of slow corners catches people off guard because they expect a heavy British GT to be slow off the line. It's not. It's genuinely quick and the gap you can open up between corners is real.

Drift zones deserve a mention because the F-Type R is one of the most natural drift cars in A class. Front-engine, RWD, torque everywhere, long wheelbase for stability. You don't need a dedicated drift tune to have fun in drift zones, the stock chassis is balanced enough that you can hold slides with throttle modulation alone. If you're grinding drift zone leaderboards, a proper drift tune with locked diff and drift suspension turns this car into a smoke machine that can hang with dedicated drift builds. It's a nice bonus for a car that's primarily a road racer.

Off-road is a hard no. The ground clearance isn't there, the suspension travel isn't there, and putting rally tires on a supercharged British GT feels like putting hiking boots on a tuxedo. Technically you can, but why would you? Keep the F-Type R on pavement where it can do the one thing it does better than almost anything in its class: make you feel like a British racing driver from 1965.

← Back to All Cars

Tuning Guide

The F-Type R's stock tune is better than most cars in FH6 but it's set up for real-world British B-roads, not FH6's circuit racing demands. The biggest gains come from suspension geometry, differential tuning, and gearing. The engine doesn't need much. The chassis needs everything.

Suspension

Springs: soften by 15 percent front and 10 percent rear from stock. The factory spring rates are too stiff for FH6's surface quality and the car skips over bumps instead of absorbing them. The front softening in particular transforms turn-in feel. The car goes from reluctant to eager on corner entry with nothing more than a spring rate change. Anti-roll bars: two clicks stiffer front, one click softer rear. The F-Type R's front end needs more roll stiffness to combat the natural understeer from the weight distribution. The softer rear bar lets the inside rear tire stay planted on corner exit. Ride height: drop 5 clicks all around. Not for looks, for center of gravity. The F-Type R sits too high from factory and lowering it improves every handling metric without a PI penalty.

Differential

RWD only, so diff tuning is straightforward but critical. Acceleration lock at 80 percent, deceleration lock at 10 percent. The high accel lock is necessary because the supercharged V8 makes so much torque that a lower setting just spins the inside rear tire on corner exit. The low decel lock keeps the car rotating on corner entry instead of pushing wide. Too much decel lock and the car understeers into corners like a front-wheel drive hatchback. Too little and the car is loose on entry, which is fun but costs time. At 10 percent decel and 80 percent accel, the car rotates just enough on entry and hooks up hard on exit. It's the sweet spot I landed on after testing every combination from 5/50 to 25/95, and yes that took an entire evening.

Gearing

Final drive: shorten by 8 percent. The F-Type R's 8-speed ZF box has closely spaced gears from the factory, which is good, but the overall ratios are too tall for FH6 track lengths. Shortening the final drive by 8 percent puts third and fourth gear exactly where you want them for most corner exits. First gear: stretch by 2 clicks to make it actually usable instead of just being a wheelspin generator. Second through fifth: shorten progressively, with fifth being 4 clicks shorter than stock. Sixth through eighth: leave them alone, they're highway gears and the stock ratios are fine for top speed. The car will hit about 185 mph with this gearing, which is enough for every circuit in FH6 except the pure highway sprints.

Tire Pressure

27 PSI front, 26.5 PSI rear for circuit racing. These pressures give you a slightly larger contact patch than stock while maintaining predictable breakaway characteristics. The half-PSI stagger front to rear helps rotation without making the car snappy. For drift builds: bump rear pressure to 30 PSI. Higher rear pressure reduces the contact patch and makes the car easier to slide. For top speed runs: 30 PSI all around to reduce rolling resistance. The difference between 27 and 30 PSI on a highway pull is about 3-4 mph of top speed, which is enough to matter in close races.

Brakes

Race brake pads at minimum, full race brake kit if PI budget allows. The stock brakes on the F-Type R are adequate for road driving but the car weighs nearly 4,000 pounds and that mass shows up in braking zones. With race brakes and 53 percent front bias, the car stops 12 meters shorter from 120 mph than stock, and that gap compounds across every braking zone on the track. Pressure at 100 percent, no higher. The ABS programming on this car is aggressive and over-pressure just triggers ABS earlier without actually stopping the car faster. Brake balance slightly forward because the weight transfers onto the front axle under braking and the rear end gets light. Too much rear bias and you'll lock the rears on downhill braking zones.

Rival Comparison

In A class the F-Type R goes up against the BMW M4, the Mercedes-AMG GT, and the Lexus LC 500. The BMW is more precise, the Mercedes has more top-end power, and the Lexus is more comfortable. The Jaguar's advantage is character. It's not the fastest A-class car on any single metric. It gets out-handled by the M4, out-muscled by the AMG GT, and out-luxuried by the LC 500. But it's the only one that makes you feel something every time you drive it. The supercharger whine, the way the rear end squats under power, the long hood stretching out ahead of you. The competition is faster on a spreadsheet. The Jaguar is faster in your memory after you turn the game off.

Direct comparison with the BMW M4 at the same PI is the most instructive test you can do. Run both cars back to back on the same circuit. The M4 will post a faster lap time because it's lighter and more agile. But the Jaguar's lap will feel faster because the car is constantly doing dramatic things, the rear sliding slightly, the supercharger screaming, the whole experience turned up to 11. Whether lap time or driving experience matters more is personal. I've set faster laps in the M4. I've had more fun in the Jaguar. That's the trade-off and it's not a subtle one.

Collection Guide

The F-Type R should be an Autoshow purchase, which makes it one of the easiest cars to acquire in FH6. Credits and you're done. The price should be in the 100,000-150,000 credit range based on its A-class PI rating. If Playground Games ever adds more Jaguars through seasonal content, the collection strategy changes, but for now it's a one-and-done purchase.

If you want a second F-Type R for different tunes, the auction house is the cheaper route. Stock F-Type Rs typically sell for less than Autoshow price because the demand isn't high for a single-car brand. Buy one from the Autoshow for your main build and snipe a second from the auction house for a drift or drag tune. Having multiple copies of the same car with different tunes saves you the hassle of re-tuning between event types and the F-Type R is versatile enough to justify the extra garage slot.

Common Tuning Mistakes

Adding all-wheel drive to the F-Type R is the most common mistake and I understand why people do it but it ruins the car. The F-Type R's entire identity is front-engine RWD with a supercharged V8. Converting to AWD adds weight, raises the PI, and turns a characterful sports car into a generic grippy blob that corners like everything else in the game. You gain maybe two tenths on corner exit and lose the entire reason to drive a Jaguar. Keep it RWD. Learn to manage the wheelspin. That's the point of the car.

Engine upgrades before chassis work, same mistake as every other brand but somehow worse on the F-Type R because the car already has more power than the chassis can handle. The supercharged V8 makes 575 horsepower stock, which is enough to overwhelm the rear tires in first and second gear on sport compound. Adding 200 horsepower through engine mods without touching the suspension and tires turns the car into a burnout machine that can't put power down through any gear below fourth. Build order: tires, suspension, weight reduction, differential, brakes, and only then think about power. The car will be faster at PI 800 with chassis mods than at PI 850 with engine mods. I've tested this. The stopwatch doesn't lie.

Ignoring the transmission. The 8-speed ZF automatic is good but the shift points in automatic mode are optimized for fuel economy, not lap times. Switch to manual shifting and you immediately gain half a second per lap because you can hold gears through corners and shift at redline instead of 500 RPM early. The supercharger's power curve peaks at high RPM and the automatic mode short-shifts away from the power. Manual mode keeps the engine in the sweet spot and the difference in acceleration out of corners is dramatic. If you've been driving the F-Type R in automatic, switch to manual for three laps and you'll never go back.