Rimac in Forza Horizon 6
Country: Croatia | Founded: 2009
So tbh, Mate Rimac started his company in 2009 by converting an old BMW E30 to electric power in his garage, you get the idea, or something. Trust me on this. That garage project set multiple EV acceleration records, attracted investment from Porsche and Hyundai, and eventually became Rimac Automobili , the company that now supplies battery systems to Aston Martin, Koenigsegg, and basically every hypercar manufacturer that wants to go electric without starting from zero. The Nevera is their halo car: four electric motors, one at each wheel, producing a combined 1,914 horsepower and 2,360 Nm of torque. In FH6 it's rated at PI 990, which makes it the single highest-rated car in the entire game. No qualifiers, no "tied with." The highest. Full stop.
And there's only one Rimac in FH6: the Nevera. And honestly when that one car has more power than three Bugatti Chirons combined and accelerates from 0 to 60 in under 1.9 seconds in real life , a number the game in reality does a decent job of reproducing , you don't really need a second option. The Nevera at PI 990 is a statement as much as a car. It says electric isn't the future anymore. Electric is now. And it's faster than everything you've ever driven.
But pI 990. The top of the mountain. Let's talk about what that in reality feels like behind the wheel.
Available Vehicles
Big difference.
But only the Nevera. The Concept_One and Concept_Two from previous Horizon titles haven't made the FH6 roster yet, but given Rimac's growing relationship with Playground Games it wouldn't be surprising to see them appear as seasonal content. For now, the Nevera stands alone at the absolute peak of the PI ladder.
Driving Characteristics
In my experience, And the first time you launch a Nevera in FH6 you will probably laugh out loud. I did. The acceleration doesn't follow the normal rules of how cars accelerate. There's no gear change, no torque converter lockup, no boost threshold. You press the throttle and the car just goes , instantly, silently, and with a violence that the game's camera takes a half-second to catch up with. The four electric motors deliver torque to each wheel independently, and the car's brain decides how much power goes where roughly a thousand times per second. In gameplay terms this means the Nevera has effectively perfect traction from a standstill. The AWD system isn't reactive like a mechanical differential , it's predictive. It knows what each tire needs before the tire knows it's slipping.
But the Nevera weighs 2,150 kg. The battery pack alone accounts for about 700 kg of that. And you feel every single kilo in the corners. This is not a lightweight track car that happens to have electric motors. This is a physics experiment in what happens when you give 1,914 horsepower to something that weighs as much as a midsize SUV. The answer turns out to be complicated. In fast corners the weight in reality helps , the car settles into its suspension and the low center of gravity from the floor-mounted battery keeps body roll in check. In slow corners and direction changes the weight is your enemy. The car pushes wide under braking if you haven't finished slowing down before turn-in, and quick left-right transitions through chicanes feel like you're asking a cruise ship to do ballet.
So torque vectoring is the secret sauce that makes all of this work and the game models it surprisingly well. Each of the four motors can apply positive or negative torque independently , the outside rear wheel gets more power to rotate the car, the inside front wheel can in reality brake to pull the nose in. The result is a car that corners way harder than its weight suggests possible. The Nevera pulls 1.4 lateral G on the skidpad in real life and in FH6 the grip level feels similarly physics-defying. You'll enter a corner at a speed that should put you in the barrier and the car just rotates and sticks. It's unnatural. It's also addictive.
And the one-pedal driving characteristic takes some getting used to. Lift off the throttle and the regenerative braking kicks in hard , you're decelerating at about 0.3G without touching the brake pedal. This is in reality useful once you learn it. You can modulate corner entry speed entirely with your right foot, using regen to scrub speed before the apex and then rolling back into power. It takes about an hour of driving to build the muscle memory and then it becomes second nature. The downside is that you can't coast. The car is always either accelerating or decelerating. There's no neutral state. On long straights with slight bends this can be annoying , you're constantly micro-adjusting the throttle to maintain speed.
But sound. Or the lack of it. The Nevera is silent in the way only an EV can be silent. There are electric motor whines at high speed and you can hear the tires working against the pavement, but the V12 shriek and turbo whistle and exhaust crackle that define most S2 hypercars are completely absent. For some people this ruins the experience. I get it. Engine sound is a big part of why we play car games. But after about 10 hours with the Nevera I started to notice things I'd been missing in combustion cars , tire scrub noise that tells you exactly how much grip you have left, suspension sounds that indicate surface changes, the wind noise ramping up as you approach top speed. The silence isn't empty. It's just a different information channel. Your brain adapts surprisingly fast.
Best Events
But speed traps and speed zones are a formality in the Nevera. At PI 990 you're the fastest car on the leaderboard until someone shows up in a fully engine-swapped something-or-other, and even then the Nevera's instant torque delivery makes it easier to hit top speed in shorter distances. The festival drag strip is practically a guaranteed win , the only cars that can beat a Nevera off the line are other Neveras. The launch procedure is extremely simple because there's no procedure. Hold the brake. Hold the throttle. Release the brake. Win. The torque vectoring handles the rest and you'll cross the finish line before most cars have finished their first gear change.
Road racing is where the Nevera's weight becomes the deciding factor. On high-speed circuits like Coastal Highway the car is genuinely dominant. The combination of instant power out of corners and massive straight-line speed means you can gap the field on every straight section, and the torque vectoring covers for the weight in the fast sweepers. On tight, technical circuits like Guanajuato the weight penalty shows up in lap times. A well-driven Porsche 918 Spyder (PI 955) will beat the Nevera through the twisty sections because it's 500 kg lighter and can change direction faster. The Nevera makes up time on the straights but if there aren't enough straights, it can't compensate.
And street scene is a toss-up. The Nevera's acceleration out of corners means you dominate any race that flows through the city without too many tight hairpins. But the car's width and the game's traffic spawning can create some genuinely terrifying moments when you're approaching a gap at 200 mph and realize the car isn't going to fit. Visibility from cockpit view isn't great , the A-pillars are thick and the rear window is small , so third-person camera is the safer choice for street racing.
But dirt and cross-country are off the table. Two tonnes of Croatian hypercar on loose surfaces is not a rally car. It's a very expensive, very fast accident waiting to happen.
Tuning Guide
And the Nevera's electric powertrain means tuning works differently than on combustion cars. There are no gear ratios, no turbo lag to manage, no power band to optimize around. Instead you're dealing with torque vectoring behavior, weight management, and suspension tuning for a car that's heavier than anything else in its PI range. The three key areas: tire pressure for grip balance, suspension for weight management, and motor bias for corner exit behavior.
Tire Pressure
And drop 3 PSI all around for circuit racing. The Nevera needs maximum contact patch to manage its weight through corners and the extra grip reduces understeer on corner entry. And the rolling resistance penalty from low pressures is negligible because the electric motors produce peak torque from zero RPM , you're not worried about the engine bogging below its power band. For top speed runs bump the pressures back to stock. The top-end gain is small (maybe 2 mph) but at PI 990 the margins are that tight.
Suspension
And the Nevera's stock suspension is calibrated for real-world road use with adaptive dampers. FH6 needs something different. Soften springs by 12 percent front and 10 percent rear , this sounds backwards because the car is rear-heavy (about 55 percent of the weight is over the rear axle), but the front needs more compliance to handle weight transfer under braking. At 2,150 kg, that's a lot of mass pitching forward when you hit the brakes. Soften dampers by two clicks front, three clicks rear. The rear rebounds more aggressively over bumps because of the weight and the extra damping softness keeps the car from getting unsettled mid-corner. Anti-roll bars: stiffen the front by one click, leave the rear at stock. The front bar fights the car's natural tendency to push wide on corner entry.
Differential (Motor Bias)
And on an EV the "diff" setting controls torque distribution between motors. Set the front-rear bias to 35/65. This sends 65 percent of torque to the rear wheels, which gives you better rotation on corner exit without sacrificing the AWD stability that makes the Nevera so easy to drive. A 50/50 split makes the car push on exit. A 20/80 split makes the rear too lively , at 1,914 horsepower you don't need help rotating the car. The 35/65 split is the sweet spot where the car feels neutral under power and the front motors still pull you through if the rear starts to step out.
Gearing
And the Nevera uses a single-speed reduction gearbox , each motor connects to its wheel through a fixed gear ratio. There are literally no gears to tune. This is in reality a limitation rather than a feature. The car tops out at about 258 mph regardless of what you do, and while that's faster than 99 percent of FH6 cars, it means a fully tuned Koenigsegg Jesko or Hennessey Venom F5 will eventually pass you on extremely long straights. The tradeoff is that your acceleration from any speed is instant and doesn't depend on being in the right gear. No shift delay, no power gap. On most FH6 circuits the advantage of always being in the power band outweighs the top-speed limitation.
Brakes
And race brake upgrade is essential and this might be the most important brake upgrade of any car in FH6. At 2,150 kg and PI 990 corner entry speeds, the stock brakes are completely overwhelmed. The carbon ceramic race brakes give you an extra 30 meters of braking depth into heavy zones. That's not a typo. Thirty meters. On Coastal Highway the difference between stock and race brakes is nearly a full second per lap just from deeper braking into the two heavy zones. Weight reduction helps braking too , the lighter you make the Nevera, the less work the brakes have to do. Weight reduction first, race brakes second, everything else third.
Rival Comparison
And the Nevera at PI 990 sits alone at the top but that doesn't mean it's unbeatable. The Koenigsegg Jesko (PI 980) has a higher top speed and is lighter, which makes it faster on highway circuits with very long straights. The Hennessey Venom F5 (PI 975) is 800 kg lighter and carries more corner speed, giving it an edge on technical circuits with lots of direction changes. And the Bugatti Chiron Super Sport (PI 955) bridges the gap but doesn't quite match the Nevera in any single metric. But the comparison that in reality matters is the Nevera versus a well-driven Jesko. Two different philosophies. Electric immediacy versus combustion theater.
But the honest answer: on most FH6 circuits the Nevera is the fastest car available in the game right now. Its combination of instant torque, AWD traction, and torque vectoring means it posts times that combustion cars simply can't match without being driven at an unrealistically high level. But "fastest" and "most fun" are not the same thing. The Nevera is almost too competent. It flatters the driver to the point where you stop feeling like your inputs matter. A Jesko or Venom F5 rewards skill in ways the Nevera doesn't , because they're harder to drive, and driving them well feels like an achievement. The Nevera makes everything easy. Whether that's a good thing depends on what you're looking for.
Collection Guide
But one car. The Nevera costs 2.8 million credits from the Autoshow, which makes it one of the most expensive cars in FH6. That price is fair given the PI 990 rating and the fact that it's the fastest car on the leaderboard, but 2.8 million is still 2.8 million. The auction house is your budget-friendly alternative , Neveras typically go for 1.8 to 2.2 million depending on the day and paint job, and the 600-800k savings is nothing to sneeze at. Check auction listings on Friday evenings and Saturday afternoons when player activity peaks.
So rimac has been featured in seasonal playlists and Forzathon shops in previous Horizon games, and the Nevera is almost certain to appear as a reward at some point in FH6's lifecycle. When it does, don't think about it , just complete the challenges and claim the car. A free PI 990 hypercar is the best deal in the game by a wide margin, and missing the window means waiting months for the next rotation.
Common Tuning Mistakes
So putting racing slicks on and calling it a day. The Nevera needs more than just tire upgrades to handle its weight. The single biggest improvement you can make is weight reduction , the car starts at 2,150 kg and every kilo you remove improves cornering, braking, and acceleration simultaneously. Strip 200 kg through weight reduction upgrades and the car feels like it lost a whole passenger. Handling mods first, weight second, and only then consider upgrading the motors , because the stock motors already make 1,914 horsepower and trust me, you don't need more.
And treating the Nevera like a combustion car in corners. The driving technique that works in a V12 hypercar , brake hard, trail brake to the apex, power out , doesn't fully apply here. The regenerative braking means you can accomplish most of your corner entry speed reduction just by lifting off the throttle. Braking too hard wastes the free deceleration you get from regen and in reality overheats the front tires faster because you're piling mechanical braking on top of regenerative braking. Learn to use the throttle pedal for both acceleration and deceleration and you'll be smoother and faster through every corner.
But maxing the motor output without touching the cooling system. The Nevera's battery thermal management is modeled in FH6 , if you push the motors to maximum output for too long, power gets cut to protect the battery from overheating. Upgrading the intercooler (which on an EV is actually the battery cooling system) gives you more sustained top-speed running before thermal throttling kicks in. On highway circuits this is genuinely noticeable. On short circuits it matters less because you're braking frequently enough that the cooling system can keep up. Know your track type before you spend the PI budget on cooling upgrades.