FH6 Best S2 Class Cars — 998 Meta Tier List
S2 class is where cars stop being cars and start being physics problems. At 998 PI you're dealing with machines that pull 2.5 lateral Gs through corners, hit 270 mph on the straights, and punish every mistake with a wall impact you'll feel in your teeth. The gap between a top-tier S2 car and a mid-pack one isn't subtle — it's the difference between winning by three seconds and fighting for tenth.
I've put about 200 hours into S2 alone across rivals, online adventure, and private testing. Here's what actually works, not what the stat screen says should work. Some cars have inflated PI ratings that don't translate to lap time. Others punch way above their number. This tier list is based on real lap times at FH6's fastest circuits, not spreadsheet racing.
S Tier — The Untouchables
1. Koenigsegg Jesko (Absolute) — Best Overall
The Jesko isn't just fast, it's broken. 285 mph top speed without even trying, 0-60 in 1.9 seconds, and enough downforce that you can take the Colossus sweeper flat out while everyone else lifts. The twin-turbo V8 makes 1,600 horsepower on E85 and the 9-speed multi-clutch transmission shifts faster than the game's physics engine can process. Final drive around 3.10-3.30 gives you usable gears through sixth while seventh through ninth are just for the highway. Tire pressure: 28 front, 26 rear. Downforce: minimum front for top speed, about two-thirds rear for high-speed stability. This is the car you use when someone in a Rimac talks trash in the lobby. It's also the most expensive car on this list at 2.8 million credits from the Autoshow, but worth every credit.
2. Mosler MT900S — Handling King
The Mosler is the anti-Jesko and I mean that as a compliment. Where the Jesko bullies tracks with raw horsepower, the Mosler dances through them. 2.7 lateral Gs sustained through medium-speed corners. It weighs 900 kg after race weight reduction, and you feel every kilo you shed. The LS-based V8 with a centrifugal supercharger is good for about 1,200 hp at 998 PI. The real magic is the chassis — mid-engine, rear-drive, with a wheelbase short enough to rotate on command but long enough not to snap. On technical circuits like the Goliath infield section or the tight city routes, the Mosler puts down laps the Jesko can't touch. Tuning tip: rear anti-roll bar at 1.0, front at 65. Lets the rear rotate under trail braking. Downforce: max both ends and let the power deal with the drag penalty. Tires: 30 PSI all around, this thing needs all the grip it can get.
3. Rimac Nevera — AWD Monster
The electric elephant in the room. 1,914 horsepower, four electric motors, one per wheel. The torque vectoring system in FH6 models the real car well enough that the Nevera can literally apply negative torque to the inside wheels mid-corner. It's the easiest S2 car to drive fast — point it, floor it, the computers sort out the rest. But it weighs 2,150 kg and you can't strip much of that. On tight tracks the weight becomes a problem. On fast sweeping tracks like the Goliath or the highway loops, it's top three every time. Downside: you can't engine swap it, can't change the transmission, and the battery does deplete slightly on very long races. Tune the suspension softer than you think — let that weight settle into the corners rather than fighting it. Anti-roll bars: 1 front, 65 rear. Sounds backwards, works brilliantly.
A Tier — Competitive Picks
4. Ferrari FXX-K Evo — Best Track Car
The FXX-K Evo is the closest thing FH6 has to a purpose-built race car in S2. The 6.3-liter V12 hybrid makes 1,036 hp stock, but with the right upgrades you can push past 1,400. What sets it apart is the active aero — the rear wing adjusts in real time based on speed, cornering load, and braking. You can feel it working through fast esses. Weighs 1,155 kg dry. Downforce is baked into the car, so tuning it is about managing what you already have rather than adding more. Final drive 4.10 gets the hybrid system spooling in the right RPM band. On any track with more than three corners per mile, this car is a contender. It's just expensive — 3 million from the Autoshow — and you need to be precise with your lines or the hybrid regen catches you out on corner exit.
5. McLaren Senna — Cornering Specialist
800 kg of downforce at 155 mph. That's the number McLaren brags about and in FH6 it translates to a car that refuses to let go. The Senna has the highest cornering grip in S2 if you set it up right. Twin-turbo V8, 789 hp stock, but the 998 PI build pushes that past 1,100 with upgraded turbos and cams. Runs out of breath around 230 mph — it's not a top speed car and never will be. Where it wins is on technical circuits with heavy braking zones. You brake later than everyone else because the aero loads up. You carry more mid-corner speed because the chassis is so planted. The tradeoff: on tracks with long straights, the Jesko and Nevera will walk away from you. Per-track recommendation: use the Senna on tight circuits, city routes, and anything with a lot of sub-120 mph corners.
6. Porsche 918 Spyder — Best Hybrid
The 918 hits the sweet spot between the Jesko's speed and the Mosler's handling without being the absolute best at either. The 4.6-liter V8 plus two electric motors gives you instant torque out of slow corners and the 8,900 RPM redline keeps pulling on the straights. At 998 PI with the hybrid system intact, it's one of the few S2 cars that can genuinely do everything. Weighs 1,634 kg — heavier than a Senna but lighter than a Nevera. AWD from the electric front axle means it launches like a rocket. Tuning: leave the hybrid system stock, it's perfectly balanced. Focus your PI budget on weight reduction, race tires, and aero. Final drive 3.80. Tire pressure 29 PSI all around. This is my recommendation if you want one S2 car that works everywhere and you don't want to switch between races.
7. Lamborghini Sesto Elemento — Lightweight Fighter
999 kg. That's what the Sesto Elemento weighs at race weight reduction. Carbon fiber everything, no sound deadening, not even paint — the body panels are tinted clear coat over raw carbon. The 5.2-liter V10 makes 570 hp stock but at 998 PI you're pushing 950+ with forced induction. Because of the absurdly low weight, the power-to-weight ratio rivals cars with 300 more horsepower. Best on medium-speed technical tracks where weight matters more than raw power. Downside: no roof means no aero tuning beyond the front splitter and rear diffuser. The game does model the open-top drag penalty, so it tops out around 240 mph regardless of power. Use it on circuits, not sprints.
B Tier — Niche Picks With Potential
8. Bugatti Chiron Super Sport 300+
Top speed or nothing. The Chiron SS 300+ will hit 304 mph on the highway with the right gearing and it's basically untouchable in any race with a straight longer than two miles. But the handling is a compromise — 1,995 kg with the W16 engine means it fights every corner. On tracks like the Marathon or the long highway drags in free roam, it's arguably S-tier. On a proper circuit with corners? Mid-pack at best. Tune it for one thing and accept the tradeoff. Maximum tire width rear, full aero front and rear because you need every bit of downforce you can get through sweepers, and gearing that tops out exactly at the longest straight on your target course.
9. Apollo Intensa Emozione — V12 Screamer
The Apollo IE is the most dramatic car in S2. The naturally aspirated 6.3-liter V12 revs to 9,000 RPM and sounds like a Formula 1 car from the V10 era. On paper the stats are competitive: 1,250 kg, 780 hp stock, massive rear wing with active elements. In practice it's a handful. The rear steps out under power in second and third gear unless you're surgically precise with the throttle. RWD only, no AWD swap available. The platform has pace — on the leaderboards some of the top Goliath times are in the Apollo — but it takes serious skill to extract. If you're willing to learn it, it rewards you with lap times that embarrass cars with 200 more horsepower. Tuning: rear tire pressure at 25 PSI for more bite, final drive around 3.90, and be generous with rear downforce. This car needs aero grip more than it needs top speed.
10. Koenigsegg Agera RS
The Jesko's older brother still has it. The Agera RS held the production car top speed record at 277.9 mph and in FH6 it's within spitting distance of the Jesko on straight-line speed. The twin-turbo 5.0-liter V8 feels more raw than the Jesko's power delivery — less refined, more aggressive. Some players prefer that because the turbo surge gives you better feedback on when the power is coming. At 998 PI it's faster than most of the A-tier cars on highway circuits but can't match the Mosler or Senna through tight sections. Use it on tracks with a speed focus: the Marathon, the Colossus, anything with long flat-out sections. Final drive 3.20, front downforce minimum, rear around 60%.
AWD vs RWD — The S2 Debate
Every competitive player I've talked to lands on AWD for S2 online racing. The launch advantage alone is worth half a second on some tracks, and with Forza's PI system you can often AWD-swap a car for less PI cost than the equivalent power upgrade. That said, RWD builds have their place. On tight technical circuits where launch matters less and corner speed is everything, a well-tuned RWD car with the right weight distribution will rotate faster and carry more speed through sequences. The Mosler and Apollo IE are both RWD-only and they're both on this list for a reason. My rule: if the track has a standing start, go AWD. If it's a rolling start on a handling circuit, RWD is viable.
Tuning Quick Reference for S2
Final drive range: 2.80-4.20 depending on track length. Longer tracks need lower final drive so you don't bounce off the limiter. Tire pressure: 26-30 PSI front, 24-28 PSI rear. Go lower at the rear if you're fighting wheelspin. Downforce: minimum front on high-speed tracks, balanced on technical circuits. The PI cost of max downforce is often better spent on power upgrades. ARBs: stiff rear, soft front is the meta for rotation. Camber: -1.5 front, -1.0 rear. Toe: 0.1 front toe-out helps turn-in on heavier AWD cars. Differential: rear accel 75-85% for AWD builds, 60-70% for RWD. Front accel on AWD: 20-30%. You want the front pulling just enough to stabilize, not enough to induce understeer.