Mitsubishi in Forza Horizon 6
Country: Japan | Founded: 1917 you get the idea.
So tbh, One car, you get the idea. Trust me on this. That's what Mitsubishi gets in FH6. Just the Lancer Evolution X at 720 PI in B class. And you know what? It might be the most concentrated dose of rally heritage per square inch in the entire game. No filler. No badge-engineered crossovers. Just the final evolution of the most iconic AWD turbo sedan ever built, dropped into a game that in reality rewards what it does best.
And the Evo X is a weird car in real-world context. It's heavier than the Evo IX it replaced. It has a less raucous engine, a more refined interior, a dual-clutch transmission option that purists hated. But in FH6 none of that baggage matters. What matters is the S-AWC all-wheel-drive system, the 4B11T turbocharged inline-four, and a chassis that was developed on rally stages before it ever touched asphalt. I've put more hours into this single car than I have into entire brands. When you only get one car you learn every detail, every quirk, every half-degree of steering angle that separates a clean exit from a wall. And truly? The Evo X earns every minute you give it.
So one car. One chance. The Evo X has to cover rally, road racing, dirt, and drifting all by itself. And somehow it pulls all of it off.
Available Vehicles
Big difference.
Just the Evo X in B class, but the tuning headroom on this single platform is massive , you can build it for tarmac grip, rally dirt, or drift, and each build feels like a completely different car. Playground Games really should add more Mitsubishis through seasonal content, but the Evo X alone covers enough ground to keep you busy for a while.
Driving Characteristics
But the Evo X's defining feature is S-AWC, Mitsubishi's Super All-Wheel Control system, and in FH6 it's modeled well enough that you can in reality feel the torque vectoring working. Corner entry the system sends more power to the outside front wheel, pulling the nose into the turn and killing understeer before it starts. Mid-corner it balances torque front to rear based on yaw rate and steering angle, keeping the car neutral when lesser AWD systems would push wide. Corner exit it shifts power rearward, lets the back end squat, and puts all four tires to work launching you out. The sensation is unlike any other AWD car in the game. Where a Subaru WRX feels planted and symmetrical, the Evo feels like it's actively helping you rotate the car. Some people call it artificial. I call it genius.
And the 4B11T engine isn't the star of the show but it deserves more credit than it gets. 291 horsepower stock, 300 pound-feet of torque, and the power curve is a tabletop from 3,500 RPM to 6,500 RPM. No peaky top end rush. No laggy bottom end hesitation. Just a fat slab of boost that's always there when you need it. This makes the Evo incredibly forgiving mid-corner because you can pick up the throttle early and the torque fills in smoothly instead of spiking and upsetting the chassis. It's not the most exciting engine in B class. It's the most usable one. And in racing, usable beats exciting every single time.
But there's a catch and it's weight. The Evo X is heavy for what it is. 1,600 kilos with a full tank and a driver, and you feel every one of them through tight esses and quick direction changes. The Evo doesn't dance the way a lighter B class car does. It muscles through corners instead of flowing through them. The upside is stability. The car tracks dead straight under braking, handles bumps without getting unsettled, and takes curbs in stride when lighter cars would bounce offline. It's a tank in the best possible way. Predictable. Planted. Impossible to surprise. You know exactly what the car is going to do three corners ahead because it does the same thing every single time.
But the rally heritage shows up in the suspension travel. Where most B class road cars bottom out on dirt and lose all composure, the Evo X just absorbs it and keeps going. The stock suspension has more travel than you'd expect from a road car, the damping is tuned for mixed surfaces, and the AWD system was truly developed on gravel stages. Even on stock tires the Evo is faster on dirt than most cars in B class with rally tires. That's not an exaggeration. I've tested this. The S-AWC calibration on loose surfaces is so good that you can drive the Evo on dirt the same way you drive it on tarmac, same lines, same braking points, same throttle application, and it just works. Other cars demand you relearn everything for dirt. The Evo says "drive normally" and somehow makes it work.
And drift capability is where the Evo surprises everyone. It's AWD, it's heavy, it's a sedan, none of these things suggest drifting is on the menu. And yet with the center diff cranked to 90 percent rear bias and some suspension tuning the Evo slides beautifully. The long wheelbase makes transitions slow and controlled, the AWD front pull keeps the nose from diving into the inside wall, and the turbo torque means you can hold angle with the throttle instead of constant steering corrections. It's not a dedicated drift car and a proper RWD missile will score higher. But for an AWD sedan the drift manners are genuinely impressive. I've won drift lobbies with this car. More than once. People get mad about it and truly that's part of the appeal.
Best Events
The Evo X is one of the few cars in FH6 that's genuinely competitive in both road racing and dirt events without changing the core setup. On tarmac it thrives on technical circuits where the AWD traction advantage compounds across multiple corner exits. Guanajuato is the obvious standout, tight corners, elevation changes, zero margin for error, exactly the environment where S-AWC does its best work. Mountain Pass circuits are also strong, the combination of medium-speed sweepers and short straights rewards the Evo's corner-exit grip without punishing its weight on long top-speed sections.
But dirt is where the Evo X belongs. This car was born on rally stages and in FH6's dirt racing events it's a legitimate meta contender in B class. The stock suspension soaks up ruts and jumps, the AWD system hooks up on loose gravel like it's on rails, and the car's natural understeer-on-entry tendency in reality helps on dirt where sudden oversteer is a bigger risk than pushing wide. The Baja circuits, the desert scrambles, any dirt event with mixed surfaces and elevation changes, the Evo is almost certainly the fastest B class option available. Not the most fun perhaps. The fastest.
But mixed-surface events where pavement transitions to dirt mid-race are the Evo's ultimate playground. Cars that dominate on tarmac fall apart on dirt. Off-road specialists lose too much time on the pavement sections. The Evo just stays consistent across both surfaces, same pace, same handling, and wins by being the car that loses the least time on the transitions. That's a niche advantage but in FH6's mixed-layout circuits it's the difference between first and fifth.
And drift zones are a stretch goal, not the primary use case, but with the right build the Evo can hold its own. Set the center diff to 90 percent rear, throw on drift suspension and tires, and the car transforms into a surprisingly competent drift machine. Not leaderboard material. But fun enough to justify the build if you enjoy making people confused about how a four-door rally sedan is hanging with their purpose-built drift cars.
Tuning Guide
So the Evo X has so much tuning potential that you can build it three completely different ways and each one will feel like a different car. Grip tune for tarmac. Rally tune for dirt. Drift tune for sideways fun. Here's what works for each, with numbers I've arrived at through way too many hours of testing.
Tire Pressure
So grip build: drop 2 PSI front and rear. The extra contact patch helps the heavy nose turn in and improves mid-corner bite on tarmac. Rally build: drop 1.5 PSI front, 2.5 PSI rear. The softer rear pressure enhances rotation on loose surfaces where the car naturally wants to understeer. Drift build: drop 2 PSI front, 3 PSI rear. Maximum rear slip angle control on throttle. The 3 PSI drop sounds aggressive but the Evo's weight loads the rear tires harder than you'd think and the extra compliance prevents sudden grip-snap transitions.
Suspension
So grip build: soften springs 8 percent from stock, stiffen rear anti-roll bar one click. Dial out the mild entry understeer without making the rear nervous on corner exit. Rally build: stiffen springs 12 percent from stock, soften both anti-roll bars one click. More spring rate controls body roll on landing and through rutted corners, softer bars let the car lean into grip on loose surfaces instead of skipping. Drift build: stiffen front springs 10 percent, soften rear springs 15 percent, stiffen rear anti-roll bar two clicks. Maximum rotation on throttle lift, the stiff front and soft rear bias weight transfer dramatically toward the outside front on turn-in.
Differential
So grip build: center diff at 70 percent rear bias, front accel lock at 30 percent, rear accel lock at 75 percent, front decel at 10 percent, rear decel at 20 percent. This is the sweet spot between rotation and stability. Enough rear bias to rotate on throttle, enough front pull to keep the nose from washing wide. Rally build: center diff at 55 percent rear bias, front accel lock at 40 percent, rear accel lock at 65 percent, front decel at 15 percent, rear decel at 25 percent. More balanced split for loose surfaces where too much rear bias causes unpredictable slides. Drift build: center diff at 90 percent rear bias, front accel lock at 15 percent, rear accel lock at 95 percent, decel at 5 percent all around. Near-RWD behavior with just enough front pull to prevent the nose from diving inside.
Gearing
So grip build: shorten final drive by 10 percent. The stock gearing is too tall for B class road racing and the 4B11T's fat torque curve means shorter gearing just gives you more acceleration everywhere without hitting the limiter early. Rally build: shorten final drive by 8 percent. Less aggressive than grip because dirt surfaces limit how much acceleration you can in reality use. Drift build: leave final drive stock, shorten 3rd and 4th gear individually by two clicks each. You want the engine in the power band mid-corner and the stock final drive keeps wheel speed controllable.
Brakes
So race brakes are mandatory for grip and rally builds. The Evo X is 1,600 kilos and the stock stoppers were adequate for street driving but inadequate for repeated hard braking in a race environment. After two laps the pedal goes long and your braking points become suggestions instead of commands. Race pads and rotors fix this completely. For drift builds stock brakes are in reality fine because you're not threshold braking, just using light brake taps to initiate and adjust angle. Save the PI for angle kit and power instead.
Rival Comparison
So the Evo X's most direct rival is the Subaru WRX STI at 730 PI in B class, and this rivalry has been running for three decades in real-world rally racing so it feels appropriate that FH6 captures it. The STI has 10 more PI, a boxer engine with a lower center of gravity, and symmetrical AWD that feels more planted and four-square through corners. The Evo counters with S-AWC torque vectoring, a more sophisticated differential, and a chassis that rotates more willingly on throttle. On tarmac the difference comes down to driving style. The STI rewards smooth, patient inputs and carries speed through corners with understated competence. The Evo rewards aggressive throttle application and rotates the car with power in ways the Subaru can't match. On dirt the gap widens. The Evo's S-AWC calibration for loose surfaces is genuinely better than the STI's, the suspension has more travel, and the chassis feels more at home on gravel. If your B class racing mix includes dirt events the Evo is the clear pick between the two.
But beyond the Subaru comparison the Evo X competes against a wide field of B class AWD sports sedans and hot hatches from Europe and Japan. The Evo's advantage is its rally DNA, suspension travel, and the S-AWC system that no competitor replicates. The disadvantage is weight and fuel consumption, the Evo drinks fuel faster than most B class competitors, which matters in endurance events if those ever become relevant. For standard circuit racing the Evo holds its own against anything in B class and beats most of them on corner exit. Against higher-PI cars the Evo loses on raw pace but the consistency and predictability make it a car you can push to the absolute limit without fear of sudden snap oversteer or unpredictable behavior. That matters more than the PI numbers suggest.
Collection Guide
But collecting the Evo X is simple because there's only one Mitsubishi in the game. The Lancer Evo X is typically available through the Autoshow for credits, making it one of the more accessible B class performance cars. The straightforward acquisition means you can spend your credits on tuning and experimenting with different builds instead of grinding for the car itself.
And if the Evo X cycles out of the Autoshow, check the auction house. It's a popular car and listings appear regularly. Weekend evenings typically have the most active auction market with competitive pricing. Set a buyout limit before you start bidding, the Evo is common enough that you shouldn't overpay. Wheelspin-exclusive Mitsubishis don't exist in the current FH6 roster since the Evo X is the only model available, but seasonal variations with special liveries or pre-tuned setups occasionally appear in the festival playlist. These are cosmetic upgrades, not performance differentiators, but collectors will want them. Watch the festival playlist weekly refresh on Thursdays and grab any Mitsubishi content the week it appears.
Common Tuning Mistakes
And converting the Evo X to RWD. I see this all the time and it makes zero sense. The entire point of the Evo is S-AWC, the torque-vectoring AWD system that makes it faster through corners than any RWD conversion could be. Pulling the front driveshafts to make a drift car is the one exception, and even then keeping AWD with a 90 percent rear bias gives you better control and more consistent slides than a full RWD swap. The AWD system IS the car. Removing it turns the Evo into a heavy, underpowered, poorly balanced RWD sedan. Just don't.
So chasing horsepower before handling. The 4B11T engine can make 400+ horsepower with bolt-ons and a tune, and the temptation to max out power immediately is real. But the Evo X is already traction-limited in B class on stock tires. Adding 100 horsepower without upgrading tires and suspension just means you spin all four wheels on corner exit instead of hooking up and going. The build order that works: tires first, weight reduction second, suspension third, brakes fourth, and power last. I know it's boring. I know big horsepower numbers are more exciting. But fast is fast and spinning isn't fast. The stopwatch confirms every part of this advice.
But ignoring the fuel system. The 4B11T runs out of fuel pump capacity before it runs out of turbo capacity, and adding a bigger turbo without upgrading the fuel system creates a dangerous lean condition that shows up as unpredictable power delivery on corner exit. And the engine will pull timing to protect itself and you'll feel the car bog exactly when you need power most. Fuel system upgrades are boring to buy but they're the difference between a tune that works on paper and a tune that works on track. Upgrade the fuel pump and injectors before the turbo. Every time.