The team agonized over the merits of fitting a single Terrain-Response-like selector with pre-packaged settings for all the electronic control variables, but decided to allow the driver greater freedom to mix and match variables like the stability control setting, rear differential locking, and tuning of engine and transmission responsiveness and behavior (via the Off-Road mode selector switch). It was the right decision, and Ford claims the Raptor is alone in allowing the electronic rear-differential lock to remain engaged all the way up to the vehicle's top speed (in Off-Road mode), whether operating in rear- or four-wheel-drive.
On Romeo's freshly minted "high-speed" course -- a huge undulating field peppered with table jumps and mud bogs -- we were able to heat those Fox Shox up and appreciate all three of their damping rates (as the shock piston passes three different relief-valve orifices near the bottom of its jounce travel, the damping rate ramps up gradually to slow the bodywork down before encountering the microcellular urethane jounce bumpers, all of which happens so softly it's almost hard to know when you've truly bottomed the suspension in most bumps and jump landings. The course was so demanding that with the AdvanceTrac off, 4WD Hi mode engaged, and rear diff unlocked (locking it provokes more throttle oversteer) I was sawing away at the wheel so hard that I was sweaty after two laps.
Surprisingly, my most ardent flailing never managed to overpower the steering pump, despite its being carried over (along with the steering ratio) largely unchanged from standard F-150 duty save for a new cap design that reduces fluid frothing (which can lead to overflow). The power-assist level is slightly lower for greater road feel both on and off-road, however. During this exercise the standard-issue orange "center-finder" sewn into the steering-wheel cover at the 12-o'clock position on all Raptors (regardless of interior or exterior color) came in ever so handy.