Bugatti in Forza Horizon 6

Chiron Super Sport (2022)

Class: S2 | PI: 945

Bolide (2024)

Class: S2 | PI: 980

Divo (2024)

Class: S2 | PI: 960 From the 945 PI Chiron Super Sport to the 980 PI Bolide, this tight three-car S2 lineup covers the full spectrum of what Bugatti does. The Chiron Super Sport owns speed traps and highway sprints, the Bolide rewrites what a Bugatti can do through corners, and the Divo bridges the two in a package that's arguably the best all-rounder of the three. Bugatti has plenty of one-offs and special editions that could appear as seasonal content , the Centodieci and La Voiture Noire feel inevitable , but this trio already gives you the complete Bugatti experience.

Driving Characteristics

Let's address the elephant in the room, bugattis are heavy, the Chiron Super Sport weighs over two tons. That's not a typo. Two thousand kilograms wrapped around a W16 engine. In a game where most S2 hypercars hover between 1,300 and 1,500 kilos, the Bugatti shows up carrying an extra small sedan's worth of mass everywhere it goes. And you feel it, every corner entry, every direction change, so every time you ask the car to do something other than go straight.

Corner entry is the pain point. For real. Two tons want to keep going in a straight line and physics doesn't negotiate. Brake too late and the front tires give up, the car pushes wide, and you watch your exit speed evaporate while lighter cars tuck inside and drive away. But get the braking right , early, smooth, trail the pedal deep into the apex , and something unexpected happens. The weight transfers forward, the nose bites, and the car rotates. Not like a mid-engine car. More like a freight train that suddenly remembered how to turn, it's not elegant, it's predictable once you learn the rhythm. Took me about a week to stop overshooting every corner and another week before I could deliberately use the weight transfer to rotate the car. Now I wouldn't call it a weakness. I'd call it a characteristic you learn to work with.

Corner exit is where Bugattis earn back everything they lost on entry. 1,500 horsepower hitting all four wheels. You get on the power and the W16 shoves two tons forward with zero drama. No wheelspin. No fishtailing. fr the all-wheel-drive system sorts out the grip and suddenly you're reeling in cars that were ahead of you through the corner. I've measured this: a Chiron Super Sport exits the final hairpin at Coastal Highway 8 kph slower than a Senna but crosses the finish line 15 kph faster. The straight-line compensation is real and the math works out more often than most people realize. On long tracks the Bugatti formula , lose a bit in the corners, destroy everyone on the straights , produces faster lap times than you'd expect from looking at the weight figure alone.

The Bolide is the outlier and it's the one I keep coming back to. PI 980. Radical track-focused aero. Significantly lighter than the Chiron , Bugatti hasn't published exact weight figures but the game model feels about 300 kilos lighter and it transforms everything. Corner entry that's merely manageable in the Chiron becomes genuinely good in the Bolide. Turn-in is sharper. Mid-corner grip is higher. The car changes direction without the two-ton hesitation that defines every other Bugatti. It's still not going to out-corner a Senna or a Valkyrie through tight technical sections but it's close enough that the straight-line advantage matters. In the Chiron you catch up on straights. In the Bolide you arrive at the straight already ahead and the W16 does the rest.

The Divo occupies the middle ground and it's the one most players overlook. PI 960, downforce-biased aero package, top speed trimmed to roughly 380 kph instead of the Chiron's 440-plus. On paper it looks like a nerfed Chiron. On track it's the better car. The reduced top speed means you can shorten the gearing for acceleration without banging the limiter. The aero package gives genuine cornering grip instead of just numbers on a spec sheet. So overall balance is the closest thing Bugatti makes to a proper circuit car that isn't the track-only Bolide. If you're only going to drive one Bugatti in FH6, make it the Divo. You'll lose drag races against Chirons. You'll win everything else.

Best Events

Bugattis own speed traps and speed zones. Period. The Chiron Super Sport through a speed trap at full send registers numbers that most cars can't reach downhill with a tailwind. The festival drag strip is Bugatti territory too , line up, floor it, let the W16 do what it was built to do, collect your win. But that's the obvious stuff and anyone can figure it out in five minutes, there's more to these cars than top speed leaderboard chasing.

Where Bugattis get interesting is road racing on high-speed circuits. Coastal Highway. Mountain Pass. Any track where the straights are long enough to let the W16 stretch its legs and the corners are fast enough that the weight penalty is minimized. In these conditions a well-tuned Chiron or Divo is genuinely competitive , and I mean competitive against anything in the bracket, not "competitive for a heavy car." The Bolide at 980 PI on the Mountain Pass circuit posts lap times within half a second of dedicated track cars at the same PI. The catch is that you have to drive it differently. Brake earlier than you think, trail the pedal deeper. Get on the power sooner. The rhythm is completely different from a mid-engine car and most people never adapt. They try to drive a Bugatti like a Senna, get frustrated when two tons don't dance, and blame the car. The car isn't the problem. No joke.

Street Scene events are situational. Wide open highway sections heavily favor the Bugatti's straight-line speed , the highway stretch of the Guanajuato street circuit is basically a free overtake if you're in a Chiron. But the tight sections punish the weight hard. If the Street Scene layout has more than two tight corners, the Bugatti advantage starts evaporating and you'll watch lightweight cars disappear through the technical sections while you wrestle two tons through hairpins. Pick your events carefully. Trust me on this. The right layout makes you unstoppable, the wrong one makes you a rolling chicane.

Dirt. Gravel. Cross-country. Anything with loose surface.

Absolutely not. The off-road grip coefficient on these cars is a rounding error. The suspension travel is measured in millimeters. Even with rally tires and off-road suspension the fundamental physics don't work , you're asking two tons of hypercar to dance on marbles. There are cars in the game built for off-road, bugattis are not among them, keep them on pavement and they'll treat you well. Take them off it and you'll discover new and creative ways to crash. ← Back to All Cars

Tuning Guide

Bugatti tuning is a different game from tuning lightweight sports cars, you're not optimizing for responsiveness , you're managing mass. The goal is to make two tons change direction without understeering into a wall, and then deploy 1,500 horsepower in a way that connects to the pavement. Every adjustment should be measured against one simple test: does this make the car feel lighter on its feet, or does it just make a number bigger? Below are the baseline values I've settled on after months of trial and error. fr it took forever to get these right.

Tire Pressure

Bugattis need lower pressures than anything else in S2 class, drop 3 PSI front, 2.5 PSI rear from stock. The extra contact patch is essential when you're asking two tons to corner at hypercar speeds. The tradeoff is a slight top speed penalty , maybe 3 to 4 kph at the absolute limit , but the cornering confidence you gain is worth ten times that on any track with actual turns. For pure speed trap and drag strip runs, bump pressure back to stock or even 1 PSI above. Minimize rolling resistance. Trust me on this. Maximize the number on the board.

Suspension

Soften the springs by 12 to 15 percent front and rear, more than you think. Bugatti suspension from the factory is calibrated for European highways at triple-digit speeds, not FH6's bumpy back roads and curbs that jar the chassis. A softer setup keeps the tires in contact with the road surface instead of skipping over it. For the anti-roll bars: stiffen the rear one click, soften the front one click. This shifts grip balance rearward and kills the terminal understeer that plagues every stock Bugatti through medium-speed corners. The car will feel slightly less "planted" on initial turn-in but it will rotate. Trust the setup. It works. No joke.

Differential

AWD Bugattis: center diff at 60 percent rear bias. Enough front pull to stabilize corner exit, enough rear bias to let the car rotate under power rather than just pushing wide. Acceleration lock at 75 percent rear and 25 percent front. The front tires are already working hard enough managing the weight transfer , don't overload them with diff lock they can't use. Deceleration lock at 10 percent all around, two tons slowing down doesn't need help from the differential. The mass handles deceleration just fine on its own.

Gearing

The single most important tuning adjustment on any Bugatti and the one that surprises people the most. Stock gearing targets 440 kph in the Chiron Super Sport. FH6 has maybe two straights long enough to approach that number. Shorten the final drive by 8 to 10 percent on the Chiron and Divo. The acceleration improvement out of slow corners is immediate and dramatic , the car launches out of hairpins instead of waiting for the turbos to catch up , and you still have enough top end for every straight in the game. For the Bolide: the stock gearing is already shorter by design. Only touch it if you're consistently hitting the limiter on highway tracks, and even then just 3 to 5 percent.

Brakes

Race brakes are not optional on Bugattis. They're mandatory. Two tons at 400 kph generates a staggering amount of kinetic energy and the stock brakes fade badly across a full race distance. Upgrade to race compound before you touch any power mod. Braking 15 meters earlier in a Bugatti versus 10 meters earlier in a lightweight car , same corner, same speed , and that 5-meter gap per corner adds up to multiple seconds per lap. You cannot outrun bad braking with horsepower on any car, but the math punishes Bugattis harder than anything else in S2 because of the weight. Brakes first. Always. Every time.

Rival Comparison

Bugatti competes in the S2 hypercar bracket against Koenigsegg, Hennessey, and the top-end entries from Ferrari and Lamborghini. The comparison is stark and it comes down to weight. Koenigsegg gives you similar power numbers in a package that weighs 600 kilos less. Hennessey gives you even more horsepower with better handling, both of those brands produce faster lap times on technical circuits. If lap time is the only metric that matters to you, the Bolide is the only Bugatti worth driving , and even then you're making a tradeoff against cars that corner better but don't hit the same top speed numbers.

But lap time isn't the only metric worth caring about. Bugattis give you something that no other brand in FH6 delivers: the sensation of managing genuinely enormous forces. Driving a Chiron Super Sport at the limit is an event. You're balancing two tons of mass against 1,500 horsepower through every corner and the car communicates everything , exactly when the front tires are about to give up, exactly when the rear has grip to deploy, exactly how much throttle the chassis can take before it pushes wide. Other hypercars feel like video game cars. Quick. Responsive. Forgiving. But Bugattis feel like physics problems you solve in real time at 350 kph. Run the Coastal Highway circuit back to back with a Chiron Super Sport and a Koenigsegg Jesko at the same PI. The Jesko will feel telepathic through the corners. The Bugatti will feel like a challenge every single corner. And the challenge is the whole point.

Collection Guide

All three Bugattis are Autoshow cars, which sounds easy until you check the prices, the Chiron Super Sport and Divo cost north of 2 million credits each. The Bolide pushes closer to 3 million. Collecting the full set means earning roughly 8 million credits before you spend anything on upgrades. Not impossible by any stretch. But not a casual afternoon purchase either.

If you're working through the collection on a budget, start with the Divo. So it\'s the most versatile of the three and the one you'll use across the widest range of events , road racing, street scene, even some speed zones where cornering speed matters more than raw top end. Then the Bolide if you're chasing lap times and want to see what a track-focused Bugatti can do. The Chiron Super Sport last , it's the most expensive, the most specialized, and honestly the least useful unless speed traps are your main thing. The auction house occasionally has discounted listings on weekends but the savings are modest on cars this expensive. Just earn the credits and buy them outright. They're worth it and unlike wheelspin-exclusive cars you can plan the purchase.

Common Tuning Mistakes

Maxing out the engine before anything else. A Bugatti with 1,800 horsepower and stock tires is not a race car , it's a burnout machine that can't deploy a single horsepower through a corner. The W16 already makes more power than the chassis can effectively use on most FH6 roads. Adding more before you fix the suspension and tires is like putting rocket fuel in a car with bicycle wheels. Nothing connects. Nothing works. Every ounce of power goes up in tire smoke while lighter cars drive away.

So start with tire compound and width upgrades. Then suspension. Then if you absolutely must have more power, add it last. The build order that produces an actually fast Bugatti: tires, suspension, weight reduction, aero, brakes, and power dead last. Ignoring the weight, two tons don't disappear because you bolted on a bigger turbo. Every tuning decision on a Bugatti needs to answer a single question: does this help the car change direction? Lighter wheels reduce unsprung mass and improve steering response more than you'd expect , it's a small change with an outsized effect on a car this heavy. Weight reduction upgrades are expensive in PI but they're worth every point on any track with corners. Shed 100 kilos from a Chiron and the corner entry behavior transforms from "hope this works" to "I know exactly where this is going." The lap time gain from 100 kilos of weight reduction consistently beats the gain from 100 extra horsepower on anything that isn't a pure drag strip.

Copying lightweight car tunes. The setups that work on a Senna or a 488 Pista will ruin a Bugatti within three corners. Soft springs that feel compliant on a 1,300-kilo car let two tons wallow through transitions and bottom out on curbs. Aggressive differential settings that rotate a mid-engine car make a Bugatti snap-oversteer unpredictably because the mass keeps rotating long after the diff unlocks. Bugattis need their own tuning philosophy from the ground up. Springs slightly stiffer than you'd run on a lighter car with similar power , two tons need support. Diffs slightly more conservative , the weight provides the grip, not the diff lock. Camber an extra half degree negative to manage tire deformation under two tons of lateral load. Don't copy tunes from lightweight car forums, build them for the car you're sitting in.