Koenigsegg in Forza Horizon 6

Jesko (2023)

Class: S2 | PI: 985

Gemera (2024)

Class: S1 | PI: 920 Two cars spanning S1 and S2, from a four-seat hybrid grand tourer to one of the fastest track weapons in the game. And the PI gap between them is 65 points but the real-world speed gap on a long straight is even wider than that number suggests. Trust me on this. Playground Games may add more Koenigseggs through DLC but this pair already covers the extremes of what the brand represents.

Driving Characteristics

The Jesko. PI 985. Let that sink in for a second. This is one of the highest PI ratings in FH6 and the car earns every point of it. Twin-turbo V8 making 1,600 horsepower in a chassis that weighs about as much as a Civic. The power-to-weight ratio is absurd. On paper it should be undrivable, and tbh for the first few laps, it kind of is. Every time. The Jesko doesn't drive like a normal car and if you treat it like one it'll put you in a wall before you finish counting to three. Here's what nobody tells you about the Jesko, the car has so much power that the throttle becomes a steering input. Not metaphorically. Squeeze the gas mid-corner and the rear steps out. Not in a scary way if you're expecting it, but in a way that fundamentally changes how you take corners. You don't drive the Jesko through a corner. You manage the rotation with your right foot and the steering wheel is mostly there for suggestions. It took me about a week of dedicated practice before I could complete a clean lap on Mountain Pass without a single slide, and another two weeks before those slides stopped being accidents and started being deliberate. The aero. Koenigsegg's active aerodynamics are modeled in FH6 and you feel them working. Above 150 mph the car squats down and the downforce kicks in like someone flipped a switch. The Jesko goes from twitchy to planted in the space of about two seconds as the speed builds. This means the car's handling character changes mid-lap, tight sections at low speed? The car is alive, constantly moving around, demanding your full attention. High-speed sweepers? Glued to the road like physics took a lunch break. No other car in FH6 has this pronounced a transition between low-speed and high-speed behavior, it's a genuine two-faced machine and you need to learn both faces. The Gemera. PI 920. Four seats. Three electric motors plus a twin-turbo three-cylinder, combined output north of 1,700 horsepower, this car should not exist. A four-seat hypercar is already a contradiction in terms and then Koenigsegg went and made it one of the fastest cars in FH6 anyway. And the hybrid system is the defining feature. Electric torque fills every gap in the combustion engine's power band and the result is acceleration that feels physically impossible for a car this size. Zero lag anywhere. Any gear. Any speed. Stomp the throttle and the Gemera just goes. No exceptions. So it\'s the most linear power delivery in S1 and it's not close.

The Gemera's handling is more forgiving than the Jesko but still distinctly Koenigsegg, the car rewards commitment. Enter a corner too tentatively and the weight transfer doesn't happen properly, the front end washes wide, and you're losing time. Enter with conviction, trail brake deep, and the chassis rotates with a neutrality that a 1,700-horsepower four-seater has absolutely no right to possess. The hybrid AWD system hooks up on exit and you can get on the power obscenely early. Earlier than mid-engine cars with half the horsepowe, it's the. It matters. Koenigsegg party trick turned up to eleven.

Best Events

The Jesko exists for one thing and one thing only. Speed. Long tracks with extended straights and high-speed corners where the aero can do its work. The Goliath is the Jesko's natural habitat. A full lap of the map gives the car enough room to hit speeds where the active aero engages and the chassis settles into its high-speed mode. Anything shorter than a two-minute lap and you're spending too much time in the Jesko's twitchy low-speed zone. Coastal Highway is also excellent. The mix of fast sweepers and long straights plays directly to the Jesko's split personality. The Gemera is more versatile and that's its real strength in FH6. Road racing across any paved circuit works. Mountain Pass, Coastal Highway, Guanajuato. The hybrid torque makes it competitive even on tight tracks where pure top-speed cars struggle. Drag racing at the festival strip is also strong. The instant electric launch plus the combustion top end means the Gemera is fast at both ends of the strip, not just one. Most drag cars are good at launch or top end, rarely both. No exceptions. The Gemera is both.

Street scene events. The Gemera is genuinely one of the best S1 street scene cars in the game. The four-wheel-drive hybrid system launches out of traffic gaps in a way that RWD competitors can't match and the car is wide enough that AI traffic tends to give it a bit more room. So jesko is a liability in street scene. Too much power, too twitchy at legal speeds, and the repair bills from clipping traffic will bankrupt you. Trust me on this. Keep the Jesko on open circuits.

Dirt on either car is a waste of everyone's time, these are hypercars built for Swedish test tracks and German autobahns, tbh. Off-road tires and rally suspension can make them passable but you're fighting the fundamental physics of a car designed to stay glued to smooth asphalt. Use a rally-spec car for off-road events and keep your Koenigseggs gleaming. No exceptions. ← Back to All Cars

Tuning Guide

Koenigsegg tuning is a balancing act. These cars already have more power than the chassis can handle at the limit and adding more without addressing the platform first is a guaranteed way to build an uncontrollable rocket. The most impactful tuning changes on both cars are gearing, differential, and tire pressure. Get those three wrong and the car will fight you. Trust me on this. Get them right and you unlock performance that most players never find.

Tire Pressure

Drop 2 PSI all around for technical circuits. Both Koenigseggs benefit enormously from the extra contact patch because tire grip is the limiting factor, not power. The Jesko in particular transforms with lower pressures. The low-speed twitchiness decreases noticeably and the car holds its line better through mid-corner. For top-speed runs on the highway or Goliath, bump pressure up 1.5 PSI. Every time. The rolling resistance penalty from soft tires is real on these cars because the speeds involved are so much higher than the average FH6 car.

Suspension

Soften springs by 8 percent from stock. Koenigsegg factory springs are set up for European track surfaces that are smoother than anything in FH6 Mexico. The roads here have bumps and the stock suspension crashes over them instead of absorbing. Anti-roll bars: stiffen the front one click, soften the rear two clicks. This is aggressive but both Koenigseggs understeer on entry and this setting combination directly counteracts that. The Gemera needs this change more than the Jesko because its extra weight makes the understeer more pronounced. Ride height: drop 0.3 inches front and rear on the Jesko, 0.2 on the Gemera. Every time. The Jesko's aero works better with the lower stance and you'll feel the difference above 150 mph.

Differential

Both Koenigseggs are AWD from factory, center diff at 70 percent rear bias, front accel at 25 percent, rear accel at 80 percent. Front decel at 10 percent, rear decel at 30 percent. The high rear accel setting is intentional. These cars need rotation under power and the only way to get it with this much horsepower is to send most of it to the rear wheels. The front decel is kept low to avoid the car pulling straight under trail braking. You want the rear to rotate on entry and the front to stay out of the way. Every time. This diff setup achieves both.

Gearing

This is the single biggest lever for Koenigsegg lap times and I see 90 percent of shared tunes leave it completely stock. The factory ratios are set for 300 mph top speeds. FH6 doesn't have straights long enough to reach 300 mph. Shorten the final drive by 12 to 15 percent on the Jesko. The car pulls harder everywhere and you'll actually use the top of the rev range instead of just watching the speedometer climb slowly through the last 50 mph. The Gemera needs 10 percent shorter final drive. Less aggressive than the Jesko because the hybrid system fills in some of the gearing gap with electric torque. Every time. Either way, stock gearing on a Koenigsegg is leaving multiple tenths per lap on the table.

Brakes

Race brakes. Before horsepower. Every single time. These cars weigh more than you think and the stock brake performance is adequate for road driving but nowhere near enough for competitive lap times. The Jesko especially needs the upgrade because you're carrying so much speed into every braking zone that the stock pads fade within two laps. Braking 15 meters deeper into a corner at 180 mph saves more time than adding 100 horsepower. It matters. Nobody wants to hear it but the stopwatch confirms it every session.

Rival Comparison

The Jesko at PI 985 competes in the rarified air of S2 hypercars, its direct rivals are the Bugatti Chiron, the Hennessey Venom F5, and the Rimac Nevera. The Bugatti has more top-end stability. So rimac has better launch, so hennessey splits the difference. But none of them have the Jesko's combination of active aero and raw cornering speed. Because jesko is faster through a high-speed sweeper than any competitor in its PI range. Period. You trade some launch consistency and low-speed composure for that advantage. Whether that trade works for you depends on which tracks you run. No exceptions. On the Goliath, the Jesko wins, on tight circuits, the Rimac walks away.

I've found that the Gemera at PI 920 has no direct rival because nobody else builds a four-seat hybrid hypercar. The closest comparison is the Porsche Panamera Turbo S E-Hybrid at PI 875 but that's a sedan, not a hypercar. So gemera exists in its own category and that's both a strength and a weakness. There's no direct benchmark to measure against, so you have to figure out for yourself whether the car is actually fast or just feels fast. Back-to-back testing against S1 supercars in the same PI range confirms the Gemera is legitimately quick. Not the fastest S1 car by lap time but competitive with any of them on any track type. The versatility is the real selling point, fast on circuits. Fast on drag strips. No exceptions. So in street scene, and you can carry three passengers while doing it.

Collection Guide

Both Koenigseggs are Autoshow cars but they're expensive. The Jesko runs around 3 million credits and the Gemera is in the 2.5 million range. That's a serious investment for two cars. Buy the Jesko first if you want pure speed and competitive S2 racing. Buy the Gemera first if you want a car that works in more event types and you'll drive it more often often. The Jesko spends most of its time in the garage unless you're specifically running S2 events. No exceptions. The Gemera is useful every day.

If Koenigsegg adds more cars through seasonal content, drop everything and get them that week. Limited-run Koenigseggs in previous Forza titles have been some of the rarest cars in the game and the auction house prices become genuinely stupid within days of them leaving the playlist. Credits are replaceable. It matters. Missed seasonal cars might not be.

Common Tuning Mistakes

Power before chassis. This is the Koenigsegg death sentence and I see it on shared tunes constantly. A Jesko with every engine upgrade and a stock suspension is not a race car. It's a 2,000-horsepower insurance claim. Koenigseggs already have more power than grip out of the box and adding power without addressing handling makes the car actively slower. The tires can't cope, the suspension isn't controlling the weight transfer, and you're doing rolling burnouts through fourth gear while properly tuned cars drive into the distance. The build order is not optional. Handling first. Weight reduction second. Power third. Anything else and you've built a dragster that can't take a corner. Stock gearing. As I said in the tuning section but it bears repeating because it's that important. Koenigsegg gearboxes are calibrated for 270-plus mph real-world top speeds that you will never reach on any FH6 circuit. The car spends its entire life in the bottom half of the rev range on stock gearing and you're leaving massive acceleration on the table. Shorten the final drive. Do it first. If you only make one change to a Koenigsegg tune, make it the gearing. No exceptions. It's worth more lap time than the next three changes combined.

Skipping aero. The active aero on both Koenigseggs is what makes them stable at speed and some tuners add horsepower that raises the PI so much they feel forced to remove aero to stay in class. Bad trade. Losing the rear wing on a Jesko to add 50 horsepower is a net loss on every track that has a corner. The aero is the car's defining feature, don't remove the thing that makes it special. If you need PI headroom, take weight out first, then consider power, never touch the aero. It matters. Ever.