FH6 Best B Class Cars — 700 PI Meta Guide
B class is the most underrated tier in FH6, and honestly that's part of why I love it. Everyone's chasing S2 lap times and A class meta builds, but B class at 700 PI is where the actual racing happens. The cars handle well without being so fast that every mistake is terminal. You can catch a slide with a quick countersteer. You can brake a little late and still make the corner. The field stays bunched up too — no one's disappearing into the distance on raw horsepower — which means you're actually racing wheel to wheel instead of doing a glorified time trial with other cars on the track.
B class covers PI 601 to 700, which is a broader performance window than most people realize. A 601 PI base-model Civic is a completely different animal from a 700 PI fully-built S2000. The builds that win at 700 are the ones that make smart choices about where to spend PI points, because at this level you can't afford to waste anything on parts that don't directly improve lap time.
Top 10 B Class Cars
1. Honda S2000 CR (2009) — B Class King
The AP2 S2000 is the undisputed ruler of B class and it's not particularly close. At 700 PI with race weight reduction, sport tires, and the F22C 2.2-liter naturally aspirated four-cylinder breathing through intake, exhaust, and cams, you get about 280 hp in a car that weighs just under 1,100 kg. The front-mid engine layout gives it near-perfect 50:50 weight distribution, and the rigid X-bone frame that Honda engineered into the chassis means the suspension can do its job without fighting body flex. The result is the sharpest turn-in in B class.
The S2000's signature trait is the 9,000 RPM redline. In B class where most cars are shifting at 6,500 or 7,000, being able to hold a gear through a corner and still have revs for the exit is a genuine advantage. You can take corners in third gear that other B class cars need second for, which saves a shift and keeps the chassis settled. Build path: race weight reduction first — always — then sport tires. Skip the turbo on the F22C. The engine was designed to be naturally aspirated and the VTEC engagement at 6,000 RPM with forced induction feels lumpy and unpredictable. Race transmission for the adjustable final drive. Final drive 4.30 for most circuits. Tire pressure 28 PSI all around. Camber -1.8 front, -1.2 rear. The one knock against the S2000 is that it's RWD only with a somewhat peaky power delivery, so launch control matters more than you'd think for a 280 hp car. Short-shift to second at 7,000 RPM from a standing start to avoid bogging.
2. Mazda MX-5 Miata (1994, NA) — Momentum Master
The NA Miata is the lightest competitive car in B class — you can get it to 940 kg with race weight reduction and that's before any other mods. With the 1.8-liter BP engine pushing about 180 hp at 700 PI after cams, intake, and exhaust, it doesn't look fast on paper. Power-to-weight tells a different story: 191 hp per ton, which is in the same ballpark as the S2000 when you account for the Miata's lower drag. The pop-up headlights are a nice bonus.
Where the Miata wins is corner speed. The double-wishbone suspension at all four corners gives it camber gain through the suspension stroke that MacPherson strut cars can't match. On tight circuits with many medium-speed corners — think city routes and technical circuits — I've put down laps in the NA Miata that beat my S2000 times by two to three tenths. The Miata carries more speed through the corner and gets on throttle earlier. Where it loses is the straight — 180 hp runs out of puff around 125 mph and anything with 250+ hp walks away. Choose the Miata for handling circuits, the S2000 for balanced tracks. Tuning: final drive 4.10 (the 1.8 doesn't have the rev range of the F22C, so slightly longer gearing is faster). Tire pressure 26 PSI all around for more footprint — the Miata is light enough that you don't need high pressure to prevent sidewall rollover. Camber -2.0 front, -1.5 rear. The Miata rewards smooth inputs more than any other car in this class.
3. Honda Civic Type R (1997, EK9) — FWD Hero
The EK9 Civic Type R is the only front-wheel-drive car that regularly makes B class podium lobbies, and it does it by doing things a FWD car shouldn't be able to do. The B16B 1.6-liter engine is tiny — 185 hp from the factory at 8,200 RPM — and at 700 PI with cams and bolt-ons you're looking at about 210 hp. 1,070 kg with race weight reduction. The numbers are modest but the chassis magic is real.
Honda built the EK9 on a seam-welded chassis from the factory. The entire unibody is stiffer than the standard Civic, which means the double-wishbone front and multi-link rear suspension work with surgical precision. Turn-in bite is absurd for a FWD car — you can trail-brake deep into corners and the rear rotates predictably instead of washing wide. The secret to driving the EK9 fast is to use lift-off oversteer deliberately. Enter the corner slightly fast, lift abruptly, the rear lightens and rotates, then back on throttle to pull the car straight. It's the most rewarding FWD driving experience in FH6. Tuning: final drive 4.70 — very short, keep it between 6,000-8,500 RPM. Front tire pressure 30 PSI, rear 34 PSI (yes, higher rear pressure to make the back end more mobile). Rear ARB at 65 (stiffest). Front toe out 0.3 degrees for sharper turn-in. This car teaches better driving habits than any AWD monster ever will.
4. Subaru BRZ / Toyota GT86 (2013) — Twins That Punch Up
The FT-86 twins are basically the spiritual successor to the AE86 Corolla — front-engine, rear-drive, lightweight, modest power, exceptional balance. At 700 PI the FA20 2.0-liter boxer four makes about 230 hp with cams, intake, exhaust, and a mild tune. The car weighs 1,190 kg with race weight reduction. Those are S2000-adjacent numbers for a fraction of the Autoshow price (28,000 credits for either brand).
The BRZ and GT86 are mechanically identical in FH6 — same engine, same suspension geometry, same weight. Pick whichever badge you prefer. The boxer engine's low center of gravity is the defining characteristic. Mid-corner the car feels more planted than its weight suggests because the mass is concentrated so low in the chassis. On long sweeping corners the BRZ/86 can carry 2-3 mph more mid-corner speed than cars with inline-four engines making the same power. The limitation is the torque dip — the FA20 has a notorious flat spot between 3,500 and 4,500 RPM that's modeled in FH6. You need to manage gearing to stay above or below that zone. Final drive 4.30 with race transmission helps. Tuning: tire pressure 29 PSI all around. Camber -1.5 front, -1.0 rear. Rear ARB at 1.0 (soft) to keep the rear planted on corner exit — the car's natural balance is slightly tail-happy and stiffening the rear ARB makes it snap-oversteer on power application.
5. Ford Escort RS Cosworth (1992) — Rally Grip Meets Road Pace
I included the Cossie in the A class guide too, and the B class build is arguably even more fun because the lower PI ceiling forces you to lean into its rally DNA rather than trying to make it a road car. At 700 PI the 2.0-liter Cosworth YB makes about 320 hp with a mild turbo upgrade, and with AWD — it comes with AWD from the factory, no swap needed — it puts power down on any surface. 1,290 kg after race weight reduction.
On road circuits the Escort is a couple tenths off the S2000 and Miata. On dirt it's the fastest car in B class, period. The combination of a short wheelbase, generous suspension travel, and rear-biased AWD means you can drive it like a rally car through scrambles while the S2000s and Miatas are tiptoeing around. For B class online adventure where the surface is unpredictable, the Cossie is the safest pick. Tuning: final drive 3.80. Rally tires. Springs: 450 front, 380 rear. Rear diff accel 85%, decel 20%. Center diff 65% rear bias. Tire pressure 28 PSI front, 26 PSI rear. This thing eats dirt for breakfast.
6. Ford Mustang Boss 302 (1969) — Classic Muscle, Surprising Handling
The '69 Boss 302 is the muscle car that handles. The 5.0-liter Windsor V8 makes about 290 hp stock and at 700 PI with a cam, intake, headers, and exhaust you're looking at 380 hp. The car weighs 1,480 kg — heavier than the Japanese options — but the front double-wishbone suspension and rear live axle with a four-link setup give it surprisingly competent handling. Not Miata-competent, but enough that the power advantage actually translates into lap time.
The Boss 302's party trick is torque. The 5.0-liter V8 makes over 350 lb-ft from 2,000 RPM to 5,000 RPM, which means you can short-shift at 5,500 RPM and still pull harder than the S2000 at peak. On tracks with long straights — airfield circuits and highway runs — the Boss 302 walks away from the four-cylinder cars. The tradeoff is braking and corner entry. 1,480 kg is a lot of mass to slow down and turn, and you feel every kilo through the pedal. Brake early, trail-brake gently, and use the torque to fire out of corners. Tuning: final drive 3.40 (long, use the torque curve). Rear tire pressure 24 PSI for maximum footprint. Rear ARB at 1.0. Camber -1.0 front, -0.8 rear — more camber adds drag and the Boss needs straight-line speed.
7. Nissan Silvia S15 Spec-R (1999) — Drift DNA, Race Pace
The S15 Silvia is popular for drifting but it makes an excellent B class grip racer. The SR20DET 2.0-liter turbo inline-four pushes about 280 hp at 700 PI with bolt-ons and a mild turbo upgrade. 1,220 kg with race weight reduction. Front-engine, rear-drive with a multi-link rear suspension that gives it excellent rear grip on corner exit — ironic for a car known for going sideways.
The S15's advantage is that it accepts wider tires than most B class cars. 265-section rear tires fit without excessive PI cost, which means better traction out of slow corners. Combined with the turbo's mid-range torque advantage over the naturally aspirated Honda engines, the Silvia is quicker from corner exit to corner entry than anything in this class except the Boss 302. Where it loses to the S2000 and Miata is pure corner speed — the Silvia is heavier and the SR20 sits higher than a boxer engine, so the center of gravity works against it in transitions. But on tracks where exits matter more than mid-corner speed, the S15 is a podium threat. Tuning: final drive 3.90. Tire pressure 28 PSI all around. Rear ARB at 55. Camber -1.5 front, -1.0 rear. AWD swap is available but costs too much PI at B class — stick with RWD and learn throttle control.
8. Volkswagen Golf R32 (2003) — VR6 Soundtrack, AWD Security
The MK4 R32 is my personal favorite B class car and it's entirely because of the engine. The 3.2-liter VR6 is a narrow-angle V6 that sounds like nothing else in the game — a deep, burbling bass at idle that hardens into a mechanical howl past 5,000 RPM. At 700 PI with cams and exhaust you get about 280 hp, and the 4MOTION AWD system puts it down without drama. 1,460 kg with race weight reduction — heavy for B class, but manageable.
The R32 is not the fastest B class car on any track. What it offers is consistency. The AWD system and predictable understeer-on-limit handling mean you can push to your limit without spinning, and in online racing where other people are making mistakes, consistency wins. I've won B class lobby races in the R32 where faster cars spun out two corners in. Tuning: final drive 3.80. Tire pressure 30 PSI front, 28 PSI rear. Rear ARB at 60 to reduce understeer. Center diff at 50:50 — the Haldex system handles the rest. Springs: 550 front, 480 rear. The VR6 is the star here, and the rest of the car just has to not get in its way.
9. Peugeot 205 Turbo 16 (1984) — Group B Lunacy in B Class
The 205 T16 is a Group B homologation special disguised as a French hatchback. Mid-engine, AWD, 1.8-liter turbocharged inline-four making about 300 hp at 700 PI. 1,145 kg. The wheelbase is shorter than a Miata. The power goes through all four wheels via a rally-bred drivetrain. It's absurd and I love it.
The 205 T16 is fastest on dirt — it's basically a shrunken Group B rally car — but it's surprising on road circuits too. The short wheelbase gives it go-kart agility through chicanes, and the AWD launches like a scalded cat from standing starts. The downside: the short wheelbase also makes it nervous at speed. Above 130 mph the 205 feels floaty, and bumpy tracks unsettle it more than longer-wheelbase cars. Pick your battles — on tight circuits under two miles it's a podium car. On high-speed tracks it gets bullied. Tuning: final drive 3.70. Rally tires. Rear diff accel 90%. Center diff 60% rear bias. Tire pressure 26 PSI all around. This car rewards commitment — back off and it understeers, push hard and it rotates beautifully.
10. Mini Cooper S (1965) — The Ultimate Underdog
At 650 kg with race weight reduction, the classic Mini weighs less than some motorcycles. The 1.3-liter A-series engine makes about 120 hp at 700 PI after you throw every bolt-on at it — it's a tiny engine in a tiny car — but the power-to-weight ratio is 185 hp per ton, same as the Miata. And the Mini's transverse front-engine, front-wheel-drive layout with tiny 10-inch wheels means it has the lowest polar moment of inertia in B class. It changes direction faster than any other car in the game.
The Mini's ceiling is high but the floor is low. On handling circuits with constant direction changes it's a weapon — I've beaten my S2000 times on the tightest city circuits by half a second. On anything with a straight longer than 300 meters it gets destroyed because 120 hp runs out at about 105 mph. The Mini is also terrifying at speed — the short wheelbase and narrow track mean it's twitchy, and when it goes it goes fast with no warning. But in the right hands on the right track, it's the most fun you can have in B class. Tuning: final drive 4.10. Tire pressure 34 PSI all around — the tiny tires need high pressure to maintain their shape. Front ARB at 65, rear at 1.0 for maximum front grip. This car will teach you more about momentum driving than anything else in FH6.
B Class Tuning Strategy — Limited PI, Smart Choices
B class is unique because 700 PI is only 100 points above the floor of the class (601 PI). That means you only have about 100 PI worth of upgrades to spread across the entire car. Every single PI point matters. Here's how I prioritize, earned through building about 120 B class cars across multiple Forza games.
Priority 1: Weight Reduction. At B class, weight reduction is the single best PI investment on 90% of cars. The physics reason: lighter weight improves acceleration, braking, cornering, and tire wear all at once. No other upgrade touches all four performance vectors simultaneously. Race weight reduction costs about 35-45 PI and is almost always worth it. Only skip it if the car is already under 1,000 kg stock — in that case the marginal benefit is smaller and you're better off spending PI on tires or power.
Priority 2: Tires. Sport tires cost about 20-30 PI at B class and are the right choice for most road builds. Race tires cost 40-50 PI — too expensive at 700 PI for most cars because they eat half your budget. Sport tires offer about 80% of the grip for half the PI cost. The exception: very light cars under 1,100 kg. Race tires on a 1,050 kg car transform the handling because the tire compound is doing proportionally more of the grip work relative to mechanical downforce. For extremely light B class builds (Miata, Mini, Elise), race tires are worth considering.
Priority 3: Power (carefully). After weight and tires, look at what's left and add power. Intake and exhaust are cheap PI (5-8 points each) and give consistent gains. Cams cost more (12-18 PI) but usually offer the best power-per-PI ratio. Turbo upgrades are expensive (20-35 PI) and only worthwhile on engines that respond well — the 2JZ, SR20, and 4G63 love turbos, the F20C/F22C and BP engines prefer to stay naturally aspirated. Skip intercooler and oil cooler upgrades unless you have spare PI — the gains are marginal at B class power levels.
AWD Swap Value at B Class. Short answer: usually not worth it. AWD swaps cost 25-40 PI at B class and add 50-80 kg to most platforms. That PI could buy you race tires, which usually net more lap time than AWD on road circuits. The exception is if you plan to race on dirt or if the car has such poor traction that AWD is the only way to consistently put power down (looking at you, 500 hp muscle cars). For road racing, RWD with sport tires is almost always faster than AWD with stock tires. For dirt racing: AWD is mandatory as always.
B Class Sleepers — Cars Nobody Uses That Dominate
Everyone knows the S2000 and Miata. Here are three B class sleepers that I almost never see in lobbies but that are genuinely fast:
Porsche 944 Turbo (1986). Front-engine transaxle with near-50:50 weight distribution. 2.5-liter turbo inline-four makes about 260 hp at 700 PI. 1,280 kg. The rear-mounted transaxle gives it a mid-engine-like weight balance. It turns in like an MR2 and puts power down like an AWD car. Criminally underused.
Alfa Romeo GTA (1965). 1,180 kg fully built. 1.6-liter twin-cam making 220 hp at 700 PI — revs past 8,500 RPM with the right cams. Classic Italian chassis with a playful rear end that's easy to catch. It's basically a prettier, more expensive Miata.
Volvo 242 Turbo Evolution (1983). A brick that corners. The 2.1-liter turbo inline-four makes 300 hp at 700 PI with a turbo upgrade. 1,320 kg. RWD with a surprisingly communicative chassis. Nobody expects the Volvo, and then it gaps their Civic through the esses. Great for psych-ops.