Michael Johnson
Associate Editor, 5.0 Mustangs & Super Fords
June 1, 2013

As young boys, we discover two things when we reach 12-13 years old—speed and girls. We initially discover speed-pedaling our bicycles as fast as our skinny legs will get us. And girls…well, that's usually around sixth or seventh grade, when ol' what's-her-name walks into class and makes you forget all about that stupid bicycle.

After these two discoveries, we're never the same. We chase both for the rest of our lives.

No word on when Baltimore, Maryland's David Bogdan discovered the fairer sex, but his love affair with Mustangs started at the age of 13. His friend Kevin Laffoon took him around the block in his '85 GT. "I knew I was destined to own a Mustang," David said.

On March 2, 2001, David turned destiny into reality by purchasing the '96 GT you see here. His dad, David Sr., and the aforementioned Kevin accompanied David on his purchase. As is the case with the first modular Mustangs, performance wasn't really up to David's liking, so two weeks into its ownership he started with the mods.

Its first mods were an H-pipe, Flowmaster mufflers, a ram-air kit, and all-important 4.10 gears. "I was able to run consistent 14.2s," David said. Remember when 14.2s were relatively quick? With that small taste of speed, David's need to go faster was fueled.

Initially, the GT's daily driver status kept major mods from happening. Plus, it wasn't like David had a shop, or even a garage in which to install said modifications. All performance improvements had to be flatback-friendly, and be able to be installed in a weekend's time. Finally, in 2003, David was able to retire it from the daily grind, which allowed him to take the car to the next level.

In David's Baltimore, Maryland, hometown, there's a huge Mustang contingent. One shop heavily involved in the local scene is Revolution Automotive, owned by Adam Browne. As soon as David met Adam and fellow Mustang fiend Leo Sturm, modifications hit fast-forward.

Of course, the most popular upgrade for '96-'98 Two-Valve engines is a head swap to Performance Improved castings from a '99-'04 GT. The PI head is a better design than the earlier casting. Plus, doing so pumps up the engine's compression, as well, which also helps produce increased horsepower. That is the initial route taken by David for his '96 GT, but he grew bored with that power increase after a couple years.

Unfortunately, increased compression makes a power adder less viable. The bottom end wouldn't be able to support it. Simply hanging a blower wasn't feasible, and building up a Two-Valve when there are Four-Valves available capable of making three times the power out there, the latter is the route he took.

But not just any Four-Valve, David went straight to the top of the mountain with an '03-'04 Cobra swap. However, he didn't swap engines, David also added a Viper-spec T56 six-speed transmission, and the Cobra's wiring from headlight to taillight. Truly, that's the best way to do it, but it's also a ton of work. It took three years to take the car from Two-Valve to Terminator. Fortunately, David was able to use shop space at Revolution Automotive, along with driveway space from his buddy Kevin.

If you check out the Tech Specs box you’ll see the ’04 Cobra engine is stock. However, a smaller blower pulley, along with intake and exhaust mods help the car put down 483 horsepower and 474 lb-ft of torque. To make that power possible, David equipped the car with several DivisionX fuel system components supported by twin Aeromotive 340 Stealth fuel pumps. Naturally, Revolution Automotive’s Adam Browne tuned the combo.

Once David had sealed the deal on the Terminator swap, he had to church up the car's exterior to match. He enlisted the help of his friend Erik Brunson, a custom painter, to apply fresh paint. Heath Linder, owner of Aces Custom Paint and Body in Whitemarsh, Maryland, agreed to let Erik and David use his spray booth to add the fresh Pacific Green with ghost flames.

In David's opinion, his Terminator GT will never be finished or left alone. "I love working on it as much I love driving it." This is one love affair with staying power.

Horse Sense: David says his Terminator-powered ‘96 GT weighs in at 3,440 pounds. That's with the Terminator's iron-block combination, and with the complete underside of the car treated to POR-15 and VHT epoxy paint.

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5.0 Tech Specs

Engine and Drivetrain
Block
‘04 Cobra
Crankshaft
‘04 Cobra
Rods
‘04 Cobra
Pistons
‘04 Cobra
Camshafts
‘04 Cobra
Cylinder heads
‘04 Cobra
Intake manifold
‘04 Cobra w/ Accufab single-blade throttle body, VMP Tuning 100mm housing, VMP HPX mass air sensor, and JLT Performance high-boost, carbon-fiber ram air
Power Adder
‘04 Cobra Eaton M112 supercharger w/ a 2.76-in upper pulley, AFCO dual-pass heat exchanger, and 13 pounds of boost
Fuel system
DivisionX hat w/ two Aeromotive 340 Stealth pumps, DivisionX fuel lines, DivisionX rails, and EV6 60-lb/hr injectors
Exhaust
MAC long-tubes w/ MAC H-pipe, Bassani Xhaust mufflers, and Flowmaster tailpipes
Transmission
D&D Performance Viper-spec six-speed w/ Ram 900 clutch, and D&D Performance driveshaft
Rearend
8.8-in w/ Ford Racing Performance Parts 31-spline Traction-Lok, FRPP axles, and 3.73 gears
Electronics
Engine management

‘04 Cobra computer w/ SCT XCal3 tuned by Revolution Automotive's Adam Browne
Ignition
‘04 Cobra coil-on plug w/ NGK TR6 spark plugs
Gauges
‘04 Cobra cluster
Suspension and Chassis
Front suspension
K-member
Maximum Motorsports tubular
A-arms
Maximum Motorsports tubular
Struts
Koni yellow w/ Steeda Autosports four-bolt caster/camber plates
Springs
Maximum Motorsports coilover
Brakes
Brembo Gran Turismo
Wheels
Ford Racing FR500
Tires
Kumho 275/35-18
Rear suspension
Shocks

KYB AGX
Springs
Ford Racing C
Control Arms
Hotchkis
Brakes
Stock
Wheels
Ford Racing FR500
Tires
Hoosier drag radial 315/30-18