Toyota in Forza Horizon 6

Country: Japan | Founded: 1937 you get the idea.

So tbh, Toyota's FH6 lineup is honestly the most diverse in the entire game, you get the idea. Trust me on this. Five cars. Four different classes. C to S2. That's a 500 PI spread. You've got an S2 950 race car that shares garage space with a C 450 hachiroku from the 80s, and somehow both feel like they belong because Toyota's engineering philosophy stays consistent across every performance tier. Not the fastest. Not the flashiest. But everything they build just works.

And the GR GT Prototype at 950 PI is the obvious headliner. S2 class, mid-engine, proper race car aero, and it looks like something that escaped from a Le Mans paddock. Then the Supra GR at 775 PI in A class, the car everyone thinks about when someone says "Toyota sports car." The Land Cruiser at 710 PI is the odd one out, an off-road SUV in a sea of sports cars, but it's in reality great at what it does and I'll defend that take. The GR86 at 680 PI in B class is the momentum car, the one that teaches you how to drive properly because you can't just power out of mistakes. And the Sprinter Trueno GT Apex at 450 PI in C class, the anime icon, the tofu delivery legend, the car that drifts even when you're not trying to. Five completely different tools for five completely different jobs. I've spent serious time with all of them and the thing that keeps me coming back is how every single one rewards skill over stats.

So five cars, four classes, one philosophy: build cars that make drivers better. Not faster on a spreadsheet. Better behind the wheel. And honestly? It works.

Available Vehicles

C to S2 across five distinct driving personalities, from a Le Mans-style concept car to an 80s tofu delivery icon. Playground Games clearly had fun building this roster, and the PI spread means there's a Toyota for every single event type in the game.

Driving Characteristics

But the GR GT Prototype at 950 PI is the one everyone asks about so let's address it first. This is a track-only concept car that Toyota built to explore what a next-gen GT racer could look like, and in FH6 it's an S2 weapon that feels completely alien compared to every other Toyota in the game. Mid-engine. Massive rear wing. Diffusers everywhere. The downforce levels are absurd for something wearing a Toyota badge. Through high-speed sweepers the car just sticks, no drama, no correction needed, you point the wheel and the aero does the rest. But the tradeoff is straight-line speed. At 950 PI in S2 you're racing against hypercars with 200 more horsepower and on tracks with long straights you'll feel that deficit. The GR GT wins in the corners, loses on the straights, and whether that adds up to a faster lap depends entirely on the circuit. On Coastal Highway it's competitive but not dominant. On Guanajuato with its endless sequence of medium-speed corners, it's borderline unfair. Pick your battles.

And the Supra GR at 775 PI in A class is the balanced option, the one that does everything well and nothing badly. The BMW-sourced B58 inline-six is a torque monster, pulling cleanly from 2,000 RPM with no lag and no drama, and the chassis is stiffer than any previous Supra. This matters because the old Supras were more grand tourer than sports car. The GR generation in reality handles. Precise turn-in. Predictable mid-corner balance. Just enough power to rotate the rear on exit if you're aggressive with the throttle but not so much that it surprises you. The downside is weight and you feel it in tight, technical sections where lighter cars like the GR86 can dance around you. But for A class road racing the Supra is a genuine contender. Not meta-defining. Just solid. Reliable. Fast enough to win if you drive well. Very Toyota.

So the GR86 at 680 PI in B class is the driver's car of the group and it's not close. 2,800 pounds. Naturally aspirated flat-four. RWD. No turbo lag because there's no turbo. Just a linear power curve that rewards keeping the engine above 5,000 RPM where the boxer in reality wakes up. The steering is electric but it's good electric, communicative enough that you can feel the front tires scrubbing before they in reality let go. And the chassis balance is the star of the show. The GR86 rotates on throttle exactly when you want it to, exactly how much you want it to, and it's forgiving enough that when you overdo it you can usually catch it before it becomes a full spin. This is the car that taught me how to trail brake properly because it rewards the technique so obviously. Get it right and the car pivots into the apex like it's on a string. Get it wrong and you understeer wide. The feedback is instant and honest. Best driving teacher in the Toyota lineup, maybe the entire game.

But the Land Cruiser at 710 PI in A class. Yes, an SUV in a sports car game. And yes, it's in reality good at what it does. This is not a road racing car and if you try to use it as one you'll have a terrible time. But for cross-country events and dirt racing the Land Cruiser is legitimately competitive. Massive ground clearance. Long suspension travel that absorbs jumps and ruts without upsetting the chassis. Enough weight to muscle through AI traffic without getting shoved around. The V6 turbo diesel has torque for days and the AWD system is the real deal, not a front-biased crossover system but a proper off-road setup with a low-range transfer case. Is it the fastest off-roader in the game? No. The dedicated trophy trucks will gap it on open terrain. But for technical dirt circuits with rocks and elevation changes and tight switchbacks, the Land Cruiser's combination of ground clearance and low-speed control makes it surprisingly effective. Plus you're driving an SUV past sports cars and that's never not funny.

And the Sprinter Trueno GT Apex. 450 PI. C class. 130 horsepower from a 1.6-liter four-cylinder that revs to 7,500 RPM. By the numbers it's the slowest car in the Toyota lineup and one of the slowest cars in the entire game. And it's also one of the most fun cars I've ever driven in FH6, bar none. The Trueno is a drift car by nature and a grip car by accident. The rear end steps out under any amount of throttle in any gear below 4th, and because there's so little power the slides are completely controllable. You can hold a drift for an entire corner at 40 miles per hour with zero fear of spinning out because the car simply doesn't have enough horsepower to bite you. This makes it the perfect drift training car. Low stakes. High fun. And when you in reality tune it for grip the lightweight chassis reveals itself to be genuinely capable in C class road racing, carrying momentum in ways that heavier cars can't match. It's not fast. It's not competitive above C class. But I have more fun in the Trueno than in cars with triple the PI. Fr.

Best Events

The GR GT Prototype is an S2 road racing specialist and nothing else. It doesn't have the straight-line speed for highway sprints or the ground clearance for dirt. Take it to technical circuits with lots of mid-speed corners, Guanajuato, the mountain pass sections, the tighter airport layouts, and it'll hang with hypercars that cost four times as much. The Supra GR is a versatile A class road racer that works on everything from tight city circuits to open highway tracks. Coastal Highway and the festival circuit are where it shines brightest, long enough straights to use the B58's torque, enough corners to benefit from the stiff chassis. The GR86 is a B class specialist that punches above its weight on technical circuits. Guanajuato, the mountain downhill sections, any track where momentum matters more than power. The GR86 will gap cars with higher PI on these layouts because it carries so much speed through corners.

So the Land Cruiser is the cross-country king. Take it to the Baja circuits, the desert sprint events, any off-road drift zone where ground clearance and suspension travel in reality matter. It's not a trophy truck but it's the most capable off-roader in the Toyota lineup by a mile.

But the Trueno is made for drift zones. C class drifting is a niche within a niche but the Trueno owns it. Low power means you have to in reality learn weight transfer and throttle control instead of just flooring it and holding angle with horsepower. Running the mountain drift zone in a Trueno with a proper tune is one of the purest driving experiences in FH6. Not the highest score. The most satisfying.

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Tuning Guide

And toyota tuning is about respecting what each car was designed to do and not fighting the engineering. The GR GT needs aero. And the Supra needs gearing. But the GR86 needs weight reduction. So the Trueno needs angle. Here's the breakdown.

Tire Pressure

And gR GT Prototype: drop 1.5 PSI front, 2 PSI rear. The mid-engine layout loads the rears harder on exit and the extra contact patch helps put S2 power down without lighting them up. Supra GR: drop 2 PSI all around for technical circuits, bump 1 PSI for top speed runs. GR86: drop 2.5 PSI rear, 1.5 front. The RWD layout and low weight mean rear grip is the bottleneck and lowering rear pressure helps rotation feel more progressive. Land Cruiser: bump 1 PSI all around for dirt. Higher pressures cut through loose surface to the hard pack underneath. Trueno: drop 3 PSI rear for drift builds. The lower pressure makes rear breakaway smoother and more predictable, which is everything in a low-power drift car.

Suspension

And gR GT Prototype: soften springs 5 percent. The stock setup is track-stiff and FH6 roads have bumps that upset the aero balance. A touch of compliance goes a long way. Supra GR: soften springs 10 percent, stiffen front anti-roll bar one click. Dial out the mild entry understeer without making the rear nervous. GR86: soften springs 8 percent all around, stiffen rear anti-roll bar one click. This car understeers slightly from the factory and the rear bar adjustment transforms turn-in. Land Cruiser: stiffen springs 15 percent for dirt. More spring rate means more control over weight transfer on landing and less body roll through rutted corners. Trueno: soften springs 12 percent all around for drift, stiffen rear anti-roll bar two clicks. Maximum rotation on throttle lift.

Differential

And gR GT Prototype (RWD): accel lock at 70 percent, decel at 30 percent. The higher decel lock stabilizes the rear under braking in S2 where speeds are high and mistakes are expensive. Supra GR (RWD): accel lock at 75 percent, decel at 20 percent. GR86 (RWD): accel lock at 80 percent, decel at 25 percent. The GR86 benefits from a slightly higher accel lock because there's less power to overwhelm the tires. Land Cruiser (AWD): center diff at 50 percent front/rear, front and rear accel lock at 60 percent. Balanced split for mixed-surface driving. Trueno (RWD): accel lock at 90 percent for drift, 75 percent for grip. High lock for drift keeps both rear tires spinning together for cleaner slides.

Gearing

And gR GT Prototype: shorten final drive by 8 percent. The stock gearing is built for Le Mans straights and you need shorter ratios to keep the engine in its power band on FH6's shorter circuits. Supra GR: shorten final drive by 10 percent. The B58 has torque everywhere but the stock ratios are too tall for A class racing. GR86: shorten final drive by 12 percent. The FA24 boxer needs revs to make power and shorter gearing keeps you above 5,000 RPM where the engine in reality pulls. Land Cruiser: shorten final drive by 5 percent for dirt. Trueno: shorten final drive by 15 percent for grip builds, leave stock for drift. In C class every bit of acceleration matters and the stock gearing is absurdly tall for 130 horsepower.

Brakes

And the GR GT Prototype starts with race-grade brakes and doesn't need an upgrade. Everything else in the Toyota lineup benefits from race brakes before power mods. The Supra is heavy, nearly 3,400 pounds, and the stock stoppers fade noticeably after two hard laps. GR86 is lighter but the stock brakes are economy-car parts, race pads and rotors transform the braking zones. Land Cruiser is the heaviest of them all and race brakes are mandatory for any competitive off-road build. Trueno benefits from brake upgrades more than you'd expect, the stock 80s stoppers are genuinely terrible and modern brake compounds cut braking distances dramatically even at C class speeds.

Rival Comparison

And among Japanese brands Toyota has the widest PI spread and the most diverse lineup, which makes direct comparisons tricky because each car competes in a different bracket. The Supra GR at 775 PI goes head to head with the Nissan Z at 770. The Z is more playful, more eager to rotate, more dramatic in its power delivery. And the Supra is more composed, more precise, more clinical. Same PI, same class, completely different character. The GR86 at 680 PI faces the Subaru BRZ at 620 and the Mazda MX-5 in B class. The GR86 has more power than the BRZ but the Subaru's lower PI means more headroom for upgrades. And the MX-5 is lighter and more agile but down on torque. Three different approaches to the same lightweight RWD formula.

So the GR GT Prototype at 950 PI is harder to categorize because it's a track-focused concept car competing against production hypercars. Against a Lamborghini or Ferrari at the same PI the Toyota gives up straight-line speed and gains cornering grip. It's a momentum car in a class where momentum cars don't usually exist, and that makes it fascinating to drive even when it's not the fastest option. Whether that appeals to you is a matter of driving philosophy. Some people want to win by horsepower. Some people want to win by carrying more speed through every corner. The GR GT is for the second group.

Collection Guide

So the Autoshow Toyotas are straightforward, credits solve the problem. But the Supra GR and GR GT Prototype are not always available through standard channels and you need a plan. The Supra rotates through seasonal rewards and the Forzathon shop on Playground Games' schedule. When it appears, get it. Don't think about it. Don't check your credit balance. Just buy it. The window is tight and the auction house prices spike immediately after the rotation ends.

But the GR GT Prototype is the white whale of the Toyota collection. It's rarely in the Autoshow and when it appears as a seasonal reward the competition to complete the playlist challenges is fierce. Set a reminder. Check the festival playlist every Thursday when it updates. If you see the GR GT as a reward, prioritize it above everything else that week. The auction house is the backup plan but expect to pay premium prices, especially in the first few days after a rotation when everyone who missed it is scrambling. The Land Cruiser and GR86 are easier to find and regularly appear in the Autoshow. Trueno collectors should watch the auction house mid-week when casual players list cars they don't realize are valuable.

Common Tuning Mistakes

But over-tuning the GR86's engine. The FA24 boxer makes 228 horsepower stock and that's honestly enough for B class. Adding a turbo pushes the PI into A class where the chassis can't compete and you end up with a car that's neither fast enough for A nor agile enough to use its handling advantage. If you're going to add power to the GR86, add it last and only after weight reduction, tires, and suspension. The car's strength is its chassis balance and every horsepower you add dilutes that advantage. Keep it in B class where it belongs.

And ignoring aero on the GR GT Prototype. The stock wing and diffuser are functional but adding the adjustable Forza aero parts lets you dial in front-rear downforce balance. The default aero balance on the GR GT is slightly rear-biased and adding front downforce brings the car into perfect neutral balance through high-speed corners. Two clicks more front downforce, one click less rear. Tested across five tracks, consistently faster.

So treating the Trueno like a grip car. I see people tune the Trueno for maximum cornering grip and it's just sad. The car has 130 horsepower. It will never be fast in a straight line and it will never match modern cars through corners on pure grip. Embrace the drift. Tune for angle and control and fun. The Trueno's entire identity is sideways momentum and trying to make it something it's not just ruins what makes it special. Grip tune if you must for C class racing. Drift tune for everything else. You'll have more fun. Guaranteed.