The spare wheel and tire have been mounted up front. If they had been mounted in the back of the car, it would have to have been in the same compartment as the hot engine. And it probably would have been mounted relatively high making for a worse center of gravity. And taking off the rear hatch cover looks to be a more pain in the ass process than the removal of the front hood. And now you see why the ducts for the fans are shaped the way they are.
Wrestling around a rally car is not easy work, so a hydraulic power steering rack is used. The two tubes going to the silicone couplers are probably for the engine coolant. A protective sleeve is used over the hard tube portion.
The front suspension configuration is similar to the rear using double wishbones with three possible vertical mounting locations. You can see the swap bar also has three holes like the rear to adjust stiffness. A few zip ties are used to organize the brake lines and keep the tidy.
The front spindle is fully-machined same as the rear. It appears the camber is adjusted using sets of machined metal bushings that are machined for set camber angles. Looking at the inside lip of the wheel, you can see how dinged up they can get. Being an organized guy, Kelsey has the wheel labeled as a front wheel. You can also see the tape used on top of the wheel weight to help prevent the weights from coming off.
On the backside of the front bumper is a duct which is probably for cooling the brakes.
Magnesium rally wheels are not cheap, unless you get the used wheels from the Ford WRC team. WRC teams like to always have fresh wheels, so they discard wheels after they have been used for a Rally event. Some more used high-dollar pro race team goodies are the water-cooled AP Racing brakes from the old Subaru WRC rally team; you can just make out the ‘STI’ behind the spokes of the ‘Ford’ wheels.