, we often measure performance through the cold, objective lens of instrumented testing—and rightly so, because two stopwatches or GPS loggers don’t have differing opinions. But sometimes we measure performance by how much we laugh going through a corner looking forward out of the side windows. And great vehicles do well in both measures. We think, after sliding
The suspension hardware has also been slightly revised to great effect. Ford didn’t change any of the hard points or the control arms, and the MagneRide dampers are very similar to what you’d find in a GT but are physically longer, and the Rally gets unique springs. The shock travel is about the same overall, but the Rally gets a roughly 1-inch lift.
Ford needed to make sure the Rally could handle the large inputs—think ruts, rocks, and the like—it’d see when used as intended. In RallySport mode, the damping rates increase dramatically, to between twice and three times the baseline damping in other drive modes. But for small inputs, like rough pavement, the dampers are tuned to be more compliant.
The Rally’s Oxford White–painted 19-inch wheels, produced in-house by Ford, are basically a love letter to the OZ Racing wheels worn by Ford’s works rally cars in their WRC prime. And they also work if you have no idea what we just said, because they have the effortless cool factor of anything purposeful that’s been reduced to its absolute functional minimum.
Ford then unleashed some shoes on the Rallys to demonstrate its potential, and in the hands of a specialist like Vaughn Gittin, Jr.—noted Ford pro drifter and owner of RTR—the Rally can certainly fly fast enough through the trees to entertain anyone without a competition license.
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