All turbo coupes in 1987-88 came with 16"X8" snoflake cast aluminum rims. They are faced, and with a few hours work per, can be pollished to a mirror finish.
The intake is all stock, but I would like to have it ported by next summer.
This is the stock intercooler, that cools air by 60% on the way to the intake from the turbo. The turbo is just barely vissible in this photo, and it is the only one I have that shows the turbo, so new photo's will have to be taken. Preferably after a wash.
One beef I have about this intercooler is it's placement. The car realy pulls in the high range, but is a bit sluggish when driving around town. This is because the intercooler is placed directly above the exhaust manifold, and more importantly the turbo. This is like putting the i.c. in an oven or over an open flame. So the air is getting heated up rather than cooled at low speeds, making this item more of an interheater. Hot air is not what you want going into your engine..

This is the prc, or Programmed Ride Control acutator, located at the top of the strut tower. The Turbo Coupe was the first American car to have a prc suspension. The fronts are a Macpherson strut, and the rear houses the Mustang quadra-shock settup. This means there are two shock absorbers per side in the rear, keeping the arse very stable. There are two settings for the prc; auto and firm. Firm keeps the shocks hard, and is used most of the time by me, because I like the road feel and responsiveness that relates to this setting. The auto setting keeps the ride very cushy, and the car feels like it's floating on a cusion of air. Very nice when approaching a railway crossing. But once driving conditions reach a certain threashold, the auto switches the prc on. These circumstances include WOT (wide open throttle), hard braking, and if you reach 0.3G's of latteral accelleration. The switch is located right of the steering column.