Lamborghini in Forza Horizon 6

Country: Italy | Founded: 1963 All-wheel drive. V12. Scissor doors. Lamborghini doesn't do subtle and FH6 doesn't ask it to. But the entire lineup is built around one idea: massive power sent to all four wheels through a chassis that looks like it escaped from a fighter jet design competition. And honestly? It works better than it has any right to, these are heavy cars with enormous engines. By every engineering textbook they should understeer into the nearest wall. But Lamborghini has spent 60 years figuring out how to make that formula fast and the FH6 cars reflect every lesson they've learned.

The roster is five cars deep. All modern. All AWD except for one notable exception , the Huracan STO is the only RWD Lamborghini in the game and it's the most interesting car in the lineup because of it. And the rest , Revuelto, Aventador SVJ, Countach LPI 800-4, Sian FKP 37 , are AWD V12 monsters that share a philosophy even when separated by decades of development. I've driven them all extensively and here's what I've learned: Lamborghinis are faster than they feel. The weight, the AWD understeer, the sheer size , none of it feels quick in the moment. Then you check the lap time and it's faster than what you just did in a car that felt twice as agile. That's the Lamborghini paradox and once you stop fighting it the whole brand makes sense. Every Italian exotic works this way once you stop reading spec sheets and start driving, you get the idea.

Five raging bulls spanning S1 880 to S2 955, from the track-sharp Huracan STO to the hybrid supercar Sian. Not one of them is boring and not one of them gives up its best lap time without a fight.

Available Vehicles

The lineup stretches from 880 to 955 PI across S1 and S2 classes with four AWD V12 cars and one RWD V10 track weapon. Each car occupies a distinct performance niche and the spread gives you options for every road racing scenario in FH6.

Driving Characteristics

Lamborghini's AWD system defines the brand experience. Four of the five cars send power to all four wheels with a heavy rear bias , typically 70 percent rear, 30 percent front under normal driving, shifting forward when the computers detect slip. What this means in FH6: understeer on corner entry, phenomenal traction on corner exit. The nose pushes wide when you turn in. Especially on the heavier V12 cars where the engine hangs out past the front axle and the physics punishes you for it. You have to drive around that. Trail-brake deeper. Wait for the weight to settle over the front tires. Then hammer the throttle and let the AWD claw you out of the corner. It's a rhythm thing. Sounds obvious. Really. Took me months to really get it. Once you learn the timing the corner exit speed advantage is real and it carries onto every straight.

The Huracan STO is the outlier and driving purists should start here. RWD. PI 880. Track-focused aero that actually produces downforce you can feel in FH6 , high-speed corners grip in a way the other Lamborghinis don't deliver. The steering is faster. Turn-in is sharper. The car rotates mid-corner with a throttle lift the way a proper RWD car should. So it\'s the lightest Lamborghini in the game and you feel every missing kilo compared to the Aventador. But it's also the least forgiving. No AWD safety net. Get on the gas too early and the rear steps out without warning. The STO rewards precision and punishes impatience. And that's exactly what makes it the most rewarding car in the brand once you put in the laps. Same philosophy as a Porsche GT3 RS but with an Italian V10 screaming behind your head instead of a German flat-six.

The Revuelto is the newest car and it shows. PI 915, V12 hybrid, and it's the first Lamborghini that actually feels like it was designed with the driver's confidence in mind rather than just the spec sheet. And the hybrid system fills torque gaps that the old pure-V12 cars struggled with , the Aventador has a dead spot between 3,000 and 5,000 RPM that the Revuelto simply doesn't have. So the chassis communicates more clearly, yet the steering loads up more naturally. It's the fastest S1 Lamborghini for lap times on most FH6 circuits and it's not the highest PI in the class. That tells you everything about usable speed versus peak numbers. The Sian FKP 37 at PI 955 sits at the top of the lineup with a supercapacitor instead of a battery for its hybrid system. Sounds like PR nonsense but it matters in FH6 because the supercapacitor delivers power instantly and recharges under braking, giving you a burst of torque exactly when you need it out of slow corners. And the effect is most noticeable on technical circuits where corner exit acceleration determines lap times. It's also the best-looking car in the game. That doesn't affect performance but it affects how much time I spend in photo mode, which is a lot.

Tire compound on Lamborghinis requires a different approach than other brands, the AWD cars are heavy. Really heavy. The Aventador and Countach push past 1,600 kilos and that mass destroys soft tires over a race distance. For AWD Lamborghinis I run medium compounds on anything longer than a three-lap sprint. The RWD Huracan STO handles soft compounds better because it's lighter but I still watch the rear tire temps , they spike faster than the fronts because the engine sits behind the driver and the rear tires do double duty. Running the rears 2 PSI lower than the fronts helps balance the wear and keeps the handling consistent across a full stint.

Best Events

Lamborghinis dominate road racing on high-speed circuits and the gap to the competition is real. Coastal Highway is the crown jewel , long straights let the V12 cars stretch their legs and the AWD exits hard onto every straight. An S2-class Lamborghini in the right hands holds its own against anything in the bracket. But the Aventador SVJ at PI 940 is the most fun on Coastal Highway specifically. It has the aero for the fast sweepers and the power for the straights. And the active aero system that earned it a Nurburgring record in real life translates directly into FH6 , you feel the car squat and stabilize above 150 km/h. Street scene is the other strong category and for a reason specific to Lamborghini: presence. The cars are wide. They command the road. AWD launches hard from a standstill and when you're dodging AI traffic the instant traction from all four wheels plus a naturally aspirated V12 gives you an edge that mid-engine RWD cars in the same class just don't have. But the Huracan STO is the exception , RWD in street scene traffic is sketchy and the STO's track-focused aero catches curbs and street furniture in ways the road-going Lamborghinis don't.

Drag racing at the festival strip, lamborghinis are legitimately fast at it. AWD, massive power, launch control that works properly in FH6. The Sian and Revuelto with their hybrid systems launch harder than anything without electric assist. Not the absolute top tier of FH6 drag cars but competitive enough to win in online lobbies if your reaction time is good. Quick shifts, good launch timing, tires at the right temp, and all that. I've pulled off wins against dedicated drag builds by half a car length just from the launch advantage, and all that.

Offroad. Same answer as every exotic brand. Don't. AWD helps a little compared to RWD Ferraris but ground clearance is nonexistent, the suspension has zero travel, and the weight makes these cars sink into soft surfaces instead of floating over them. Lamborghini did make an off-road car , the Huracan Sterrato , but it's not in FH6's current lineup. Until it shows up keep the bulls on asphalt where they belong. ← Back to All Cars

Tuning Guide

Lamborghini tuning is counterintuitive coming from other brands. The instinct is to add more power because Lamborghini. The reality is these cars already have too much power for their chassis and the tuning work is about giving the car enough mechanical grip and balance to use what it already has. Every Lamborghini in FH6 benefits from the same approach: tame the understeer, manage the weight, shorten the gearing.

Tire Pressure

For AWD Lamborghinis drop 2 PSI front and 1.5 PSI rear from stock. The front tires are the bottleneck , they're the ones washing wide on corner entry , so giving them a larger contact patch directly addresses the understeer problem. For the RWD Huracan STO reverse it: 1.5 PSI front, 2 PSI rear. The rear tires are the limiting factor under power in a RWD car. Raise pressures 1 PSI all around for top speed runs and highway sprints where lower pressures just create unnecessary drag.

Suspension

Lamborghini springs are set for stance as much as performance from the factory. The cars sit low and stiff which works on a glass-smooth track and nowhere else , especially not FH6 Mexico. Soften springs by 12 percent front and 10 percent rear on AWD models to let the car settle over road imperfections instead of skipping across them. The anti-roll bar adjustment is more aggressive on Lamborghinis than other brands: stiffen the rear bar two full clicks relative to the front. This is more rotation than I'd suggest for anything else but the AWD system provides enough exit stability to handle it. On the Huracan STO go softer , one click softer front, one click stiffer rear. The RWD chassis already rotates well and overdoing it makes the car snappy on corner exit.

Differential

AWD Lamborghinis: center diff at 75 percent rear bias. This is higher than the stock 70-30 split and makes the car behave more like a RWD car on corner exit while keeping the AWD safety net for when things go wrong. Front acceleration lock at 20 percent, rear acceleration lock at 70 percent, deceleration at 10 percent on both axles. The critical number is the rear accel lock , do not go above 80 percent. The V10 and V12 engines produce so much torque that a fully locked rear diff will spin both tires instantly on throttle and the car snaps sideways with zero recovery window. 75 percent is the sweet spot I've settled on after hours of testing across different circuits. For the Huracan STO (RWD): acceleration lock at 75 percent, deceleration at 15 percent. Same ceiling, same reason.

Gearing

Lamborghini stock gearing is built for 330 km/h top speeds that most FH6 tracks never reach. Shorten the final drive by 10 to 12 percent on AWD cars and 8 to 10 percent on the STO. These cars are heavy and need the mechanical advantage of shorter gearing to accelerate out of slow corners. The top speed trade-off is irrelevant on 90 percent of circuits. This single adjustment is worth more lap time than any engine upgrade and once you try it you'll wonder why the factory gearing is so long in the first place.

Brakes

These cars weigh close to two tons in some configurations. Stock brakes are not sufficient. Race brakes are mandatory on every Lamborghini build and I install them before touching the engine on any build. The braking distance improvement is 12 to 15 meters shorter from high speed and given how fast these cars enter corners, that margin is the difference between a clean apex and a wall. Brakes are a handling upgrade disguised as a stop part and on heavyweight AWD cars they matter more than on anything else in FH6.

Rival Comparison

Lamborghini versus Ferrari in FH6 is a choice about driving philosophy, not lap times. The fastest Ferrari and the fastest Lamborghini will lap within half a second of each other on most circuits. The difference is entirely in how you get there. Lamborghinis reward commitment. Brake late, turn in hard, trust the AWD to sort out the exit and fire you onto the next straight. Ferraris reward precision. Smooth inputs, clean lines, carry momentum through the corner, the Ferrari feels better when you're in a rhythm. The Lamborghini feels better when you're attacking. Neither philosophy is wrong. They're just different and your lap times will tell you which one suits your hands.

In S2 class the Aventador SVJ and Sian run against the Porsche 918 Spyder and Ferrari FXX-K Evo. The Lamborghinis hold up well with one specific advantage: drag launches and rolling starts. The AWD plus V12 combination launches harder than the hybrid Porsches and mid-engine Ferraris every single time. First corner advantage in online races means less traffic in turn one and cleaner laps for the rest of the race. If you qualify in the top three consistently this matters less. If you're starting mid-pack and need to gain positions before the first braking zone, Lamborghini's launch is a legitimate weapon.

Collection Guide

Five Lamborghinis and the collection splits into two difficulty tiers. The Revuelto, Huracan STO, and Countach LPI 800-4 are the accessible ones , Autoshow or seasonal playlist with predictable availability and reasonable credit costs. But the Aventador SVJ and Sian FKP 37 are the gatekeepers and they demand patience. The SVJ rotates through seasonal rewards on Playground Games' schedule and missing it means waiting for the next cycle. The Sian lives in wheelspins and that's purely luck-based.

Auction house is the smarter path for the Sian but expect to pay a serious premium. Check on weekends when more listings go live and prices tend to soften slightly. Set in-game reminders for seasonal Lamborghini rotations and don't skip the week. I've had gaps in my Lamborghini collection that sat empty for months because I missed one event. The full set is worth the grind but the timeline is measured in months, not days.

Common Tuning Mistakes

Power before handling is the number one Lamborghini tuning sin and it's more destructive on these cars than any other brand. These cars already push 700 to 1,000 horsepower from the factory. Adding more power without upgrading the chassis turns a precise supercar into a straight-line meme. Traction is the actual ceiling, not horsepower, and Lamborghinis are already pressed against that ceiling in stock form. Handling mods first. Always. Weight reduction. The single most impactful upgrade on Lamborghinis and the one almost nobody opens first. The Aventador and Countach weigh over 1,600 kilos. Every kilo removed improves acceleration, braking, and cornering simultaneously. Cutting 100 kilos is worth more around a circuit than adding 100 horsepower and it costs fewer PI points. The build order that produces genuinely fast Lamborghinis: suspension, tires, weight reduction, brakes. Power comes dead last and only after the chassis can handle what the car already has.

Brakes. Third on the list but first in terms of lap time impact. A Lamborghini entering a braking zone at 290 km/h needs race-spec stoppers to slow down in a distance that keeps you in the fight. Stock brakes mean braking 15 meters earlier than the car ahead, race brakes mean braking at the same point or deeper. Over a full lap that gap compounds into seconds. It's the least exciting upgrade in the garage and the one the stopwatch validates every single session.