Pagani in Forza Horizon 6

Country: Italy | Founded: 1992 you get the idea.

Horacio Pagani spent his early career at Lamborghini, begged them to buy an autoclave for carbon fiber, got told no, quit, and built his own company in a shed. Trust me on this. That was 1992. Today that shed company makes some of the most outrageously detailed cars on the planet and every single one costs more than most people's houses. The Huayra BC sitting in FH6 at PI 935 carries that same obsessive DNA. Every bolt is titanium. Every surface is carbon. The engine is a bespoke AMG V12 built exclusively for Pagani and nothing else on the road sounds like it. Ngl, I spend half my time in this car just parking it in photo mode and zooming in on the interior stitching.

There's only one Pagani in FH6 and honestly that's fine. When the one car you have is a hand-built twin-turbo V12 hypercar with active aerodynamics that move like insect wings under braking, you don't really need a second one. The Huayra BC fills a specific S2 niche that nothing else in the game touches: it's fast enough to compete at PI 935, it looks like a museum piece, and it drives with a theatrical drama that modern hypercars have kind of forgotten how to do. If you're here because you want the fastest lap time, keep scrolling. If you're here because you want an experience, you're in the right place.

One car, one mission: understand every single thing this machine can do. Let's get into it.

Available Vehicles

Just the Huayra BC in the current roster. That means no Zonda, no standard Huayra, no Utopia , at least not yet. But the BC is arguably the most focused road-going Pagani ever made, and at PI 935 it sits in a sweet spot in S2 where you can actually use the power rather than just surviving it. Playground Games might drop more Paganis through seasonal updates, but as of now, this is the one and only.

Driving Characteristics

The Huayra BC weighs about 1,218 kg dry. For a twin-turbo V12 hypercar with a full leather interior and a titanium exhaust system that looks like jewelry, that's actually insane. In FH6 you feel this in the way the car changes direction. The front end is incredibly pointy for something with a 6.0-liter engine behind the cabin. Turn-in is sharp, mid-corner balance is neutral, and the active aero flaps deploy under heavy braking to keep the rear planted. The car is doing aerodynamic trigonometry in real time while you're just trying to hit the apex, and tbh you don't even notice it working until you drive something without active aero back to back and realize how much stability you were taking for granted.

But here's the tradeoff and it's a big one. The Huayra BC has a shorter wheelbase than most S2 competitors. That means it rotates faster, which is great for tight circuits, but it also means the rear end has a shorter fuse when you're aggressive with the throttle. The AMG V12 makes peak torque from surprisingly low RPM and if you mat the gas before the car is straight, the rear tires just give up. Not gradually. Instantly. I've looped this car more times than I can count , usually in front of other players , and every single time it was because I got greedy with the throttle on corner exit. Patience on the gas pedal is not optional here.

The sound. Okay look, I have to talk about the sound because it's legitimately the best engine note in FH6. The AMG M158 V12 in the BC has a mechanical texture that twin-turbo V8s just can't replicate. It's not the loudest car in the game but it's the most musical. There's a metallic wail above 5,000 RPM that makes you want to hold gears longer than you should, and the wastegate flutter when you lift off is chef's kiss. I have genuinely missed braking points because I was too busy listening to the engine. That's not an exaggeration.

Tire choice matters a lot on this car because the power delivery is so immediate. Softer compounds give you more mid-corner grip and better traction out of slow turns, which the BC desperately needs on technical circuits like Guanajuato. But the tradeoff is top speed , on highway tracks the soft tires create enough drag to cost you 3-4 mph at the top end, and in S2 lobbies that's the difference between overtaking and watching taillights pull away. Harder compounds keep the car more stable at high speed but you'll need to be surgically precise with your throttle application in the slow stuff. Pick based on the track layout, and if you're not sure, go medium compound and adjust from there.

What genuinely surprised me about the BC is how well it handles bumpy surfaces once you dial in the suspension. Out of the box it's too stiff , Pagani set it up for Italian roads, not FH6's randomly rutted back roads and cobblestone sections. Soften the springs and dampers by about 8 percent and the car settles over mid-corner bumps without the rear skipping sideways. That one change transformed the car from "terrifying on anything that's not a racetrack" to "actually usable on 90 percent of the map." Took me three weeks of stubbornly driving the stock setup to figure this out. Don't be me.

Best Events

The Huayra BC lives for road racing circuits, specifically the ones with medium to high-speed corners and enough straight to let the V12 stretch its legs. Coastal Highway is the standout , the fast sweepers flow perfectly with the BC's active aero, and the long tunnel section lets you actually hear that engine note reverberate. Mountain Pass is another strong pick. The elevation changes test the car's downforce under compression and you'll feel the active flaps working hardest through the downhill esses. It's one of those rare car-track combinations where the machine and the road feel like they were designed for each other.

Street scene is surprisingly fun in the BC, not because it's the meta pick, but because the car's agility through traffic is genuinely useful. The short wheelbase and quick steering mean you can thread gaps that longer hypercars can't, and the V12's throttle response lets you punch through openings before they close. It's not the fastest street scene car at PI 935 but it's one of the most entertaining, and honestly that's more Pagani's lane anyway.

Sprint races and highway pulls are decent but not where the BC truly shines. The top speed is competitive but not class-leading , you'll hit about 230 mph with a proper tune, which is fine but not dominant. Where the BC makes up time is in the braking zones and corner exits. You'll lose a car length on the straight and gain two under braking. If the track has enough corners, you win. If it's basically a drag race with a couple kinks, you're gonna have a rough time.

Dirt and cross-country: absolutely not. The BC has about as much off-road business as a Lamborghini in a mud pit. Ground clearance is nonexistent, the tires are pure track compound, and the active aero flaps will just scoop up gravel like tiny angry shovels. Keep this car on pavement or prepare to be very, very disappointed.

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Tuning Guide

The Huayra BC comes from the factory with more engineering refinement than most race cars. Tuning it isn't about fixing problems , it's about adapting a road-going hypercar to FH6's specific demands. The biggest gains come from three areas: suspension compliance, differential behavior, and gearing. Everything else is small adjustments on an already brilliant baseline.

Tire Pressure

Drop 2.5 PSI all around for technical circuits like Guanajuato or the tighter sections of Mountain Pass. The extra contact patch gives you more mid-corner security and the rear hooks up earlier on exit , critical when you're feeding 790 horsepower through just two tires. For top speed runs and highway circuits, bump it back up 1.5 PSI. The V12 spins high enough that rolling resistance from soft tires actually costs you measurable top end, and in S2 every mph counts.

Suspension

Stock springs are too aggressive for FH6 surfaces. Soften by 8 percent front and rear , the car settles over mid-corner bumps without sacrificing the crisp turn-in that makes the BC special. For the dampers, drop rebound stiffness by two clicks front and rear. The BC's active aero already does a lot of the pitch control work, and overly stiff rebound just makes the car skittish over uneven pavement. For anti-roll bars: soften the front by one click, stiffen the rear by one click. This shifts a bit of roll stiffness rearward and kills the mild understeer you get on corner entry when the active flaps haven't fully deployed yet.

Differential

The BC is RWD only , you can't AWD swap it and honestly you shouldn't want to. Set acceleration lock at 80 percent, deceleration at 15 percent. The higher accel lock forces both rear tires to share the torque load more evenly, which helps manage the V12's brutal mid-range hit. The low decel lock lets the rear rotate freely under trail braking, which combined with the short wheelbase gives you fantastic turn-in rotation. Too high on decel and the car pushes on entry. Too low on accel and you'll roast the inside tire out of every hairpin.

Gearing

This is the single biggest performance lever on the BC and most people completely ignore it. Pagani geared the Huayra BC for the real world where 230 mph is a theoretical number you might see once on an empty German highway. FH6 tracks are short and you're constantly accelerating out of second and third gear corners. Shorten the final drive by 12 percent. First and second gear become usable without wheelspin, third pulls hard from 50 to 110 mph which covers the exit of almost every medium-speed corner, and you'll actually hit the top of sixth gear on the longest straights instead of bouncing the limiter in fifth. On Coastal Highway this change alone is worth four tenths. I've verified it with back-to-back timed runs.

Brakes

Race brakes first. Always. The BC is light enough that the stock stoppers are decent, but the carbon ceramics in race spec give you an extra 15-20 meters of braking depth into heavy zones. That gap compounds across a full lap into meaningful time. The BC's active aero also works harder under braking , the rear flaps deploy proportionally to brake pressure , so better brakes indirectly give you more rear stability on corner entry. Handling mods first, weight second, power third, brakes in the handling bucket. Every time.

Rival Comparison

The Huayra BC at PI 935 competes against some serious S2 company. The Ferrari FXX-K (PI 940) has more downforce but less mechanical grip in slow corners. The Lamborghini Veneno (PI 938) has better top speed but understeers like a freight train on tight circuits. And the Porsche 918 Spyder (PI 955) is faster everywhere on paper but lacks the BC's personality , the 918 is a surgical instrument, the BC is a Stradivarius. Different tools for different jobs.

The real rival that matters is the McLaren Senna (PI 948). Similar weight, similar philosophy, way more downforce. The Senna will beat the BC through fast sweepers every single time because its aero is just better. But the BC fights back in two areas: corner exit traction and braking zone rotation. The AMG V12 puts torque down more progressively than the Senna's turbo V8, and the BC's shorter wheelbase lets it rotate harder under trail braking. On tight circuits the gap is smaller than the PI difference suggests. On open circuits the Senna walks away. Drive both back to back on Mountain Pass and you'll see exactly what I mean. The clock doesn't lie but it also doesn't tell the whole story.

Collection Guide

Only one Pagani to collect in FH6 and it's the Huayra BC. The good news: no wheelspin-exclusive grind, no seasonal FOMO. And the bad news: it costs 2.4 million credits from the Autoshow and that's not a trivial amount of money. If you're credit-poor, the auction house is your best bet , Huayra BCs show up regularly at 1.6 to 1.8 million, especially on weekends when more players are listing cars, and the discount is absolutely worth the 15 minutes of refreshing listings. Check weekday evenings too, that's when people dump cars after grinding seasonal challenges.

There's also a chance the BC shows up as a Forzathon shop item or seasonal reward. When that happens the price drops to effectively free and everyone who paid 2.4 million cries a little inside. Set an in-game reminder for seasonal playlist changes and check the Forzathon shop every week. Missing a free Huayra BC because you forgot to log in is the kind of mistake that haunts you for months. I know from experience.

Common Tuning Mistakes

Power upgrades before tires. This is the #1 BC killer and I see it constantly in online lobbies. Someone throws twin turbos and every engine mod at the car without touching the rubber, and now they have 1,200 horsepower going through stock Pirelli P Zero Trofeo R tires that were barely coping with 790. The car becomes undrivable , not "hard to drive," actually undrivable, spinning through fourth gear on a dry road. The BC needs Tire Compound and Tire Width upgrades before you add a single horsepower. Nothing else matters until the rubber can handle what the engine already makes.

Over-stiffening the already stiff suspension. The BC comes from the factory with track-ready spring rates and people somehow think "even stiffer = even faster." No. The car stops absorbing bumps, skips across uneven pavement, and loses all mid-corner confidence. I've tested lap times with stock springs versus springs stiffened by 15 percent on a slightly bumpy circuit and the stiffer setup was 1.2 seconds slower per lap. On smooth tracks the gap was smaller but the stiffer car was still slower because it couldn't use curbs properly. Softer is almost always faster on FH6 roads.

Ignoring the differential entirely. This is the stealth mistake. Everyone messes with power and tires and springs and then leaves the diff at stock. The stock diff on the BC is set up for stability, not speed , it understeers on throttle because Pagani doesn't want owners wrapping their 2.4 million dollar art piece around a tree. For FH6 racing you need that accel lock at 80 percent minimum to get proper drive out of corners. A correctly set diff on this car is worth more lap time than 50 extra horsepower. I've done the testing. It's not even close.