Marti Auto Works Service Center Museum - Guided Tour by Kevin Marti

In January 2013, Kevin Marti held a grand opening at his Service Center Museum in El Mirage, Arizona. This facility is devoted to preserving and showcasing vintage Ford tools, parts, equipment, and other products from the late 1960's through 1970. The building, meant to resemble a dealership service department, features a parts counter, a waiting area, a new car area, and a service area. Marti's collection spills over to include everything from Philco electronics to Revell model cars and cereal box prizes.
In this video, Kevin himself gives us a guided tour of the museum and does a great job explaining various pieces of the collection. Come with us as we walk back into the automotive world of Ford in 1970.
Visit Marti Auto Works at www.martiauto.com
And visit West Coast Classic Cougar at www.cougarparts...
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[@JohnDoe-xo7gg]

Just got my Marti report. Phenomenal company

[@gtsstang]

Thank you for this great video. I learned a lot that i did not know yet. Thanks to K. Marti for starting early to collect all that stuff and open it to the public.

[@bash5995]

I could watch this all day.

[@MustangMedic]

We are a big supporter of Marti Auto Works

[@bronsonosborne2064]

thanks alot for sharing this awesome video id watch this stuff all day

[@theradiatorworks]

Great Video Don, Kevin is one of the most valuable resources in the Mustang and Cougar and Ford-Lincoln Mercury enthusiast community. Where we would be without the "Marti" report.

[@kevinfitch5055]

That's awesome I live in Ontario Canada and I sold Kevin Marti that counter display in the bottom of his performance accessories showcase a few years ago on Ebay wish I had of kept it :)

[@andystreets4660]

Great video! I'm glad I stumbled on it.

[@MustangMedic]

Nice work guys!!!

[@MustangConnection1]

Very Impressive like a time warp! I have been using the "Marti" reports and his specialty high reproduction parts for years. Nice video Don.

[@65woodsnake]

Thanks very much for posting!

[@Justanoldrunner]

Very cool and interesting video.

[@MustangMedic]

True

[@southerndude100]

"CONCOURSE QUALITY, HOBBYIST PRICE" is the motto on all their documentation. You'd think a guy who spends this much time and money in the hobby would know how to spell "concours".

[@michaellangston7344]

I'm very interested in the 1969/70 429 hemi, what info is out and if anyone knows of the (2) hemi cougars?

[@KLX1990]

my shops VAT looks just like that

[@williamboardman9476]

Cool connection to NASA, via Philco. Any ideas on GM Buick division ties to NASA ? Maybe via AC / Delco Remy electronics division, which became DELPHI electronics. Buick had Apollo (Nova) and Stage 1 (main rocket portion of Apollo program) and sold the first GSX in Apollo white and Saturn yellow.

[@deeremeyer1749]

I'm pretty sure those canned "dust cloths" are polishing cloths, Roosevelt dimes have been around since 1946 and Washington quarters since 1932 and paper oil containers are pretty "modern". I'm "only" 43 and I can remember when they were still "state of the art". OEM dealerships having "name brand" oil, filters etc is a pretty rare thing in the automotive world because manufacturers /dealers much prefer having customers bring their vehicles in for service rather than drive them to the dealership to purchase oil and filters. Autolite is Ford's "commercial" line of lubricants and filters and is/was sold in non-dealership parts stores, etc. Dealership service departments typically use bulk lubricants and may or may not even be using the OEM-recommended lubricants at all or for all service/repair work in the shop. Your vintage refrigerator/freezer is also post-1970 and is a pretty modern "Frost-Free" unit. Probably a "rebadged" Frigidaire (General Motors division) or General Electric. There are a few images of "modern" Philco frost-free refrigerators online but I'm fairly certain Philco didn't actually make the jump to frost-free and post 1950s was just putting its name on appliances made by others. Regardless, Philco was never a "big name" in refrigeration equipment.

[@ashinawadelanglade2758]

I have to ask, is this the same Kevin Marti from Sheboygan Falls, WI?

[@paulmanson253]

A guy with a distributor machine,who presumably knows how to use it.1923 to perhaps 1993 or so.Ask kids now what a distributor even is. Glad he did this.Robert McNamara was a jackass.

[@deeremeyer1749]

If it were possible to store production data in "computer memory" why was the data printed out on a punch card? And weren't punch cards used as "software" back then? The "build sheet creator" is also kind of interesting in that the sample build sheet in the machine has numbers but the keyboard does not. That's almost as odd as the huge variety of characters on the data plate "printer". One other interesting feature of Ford "VIN tags" is how long Ford ID tags were stamped with a "negative" impression of the letters/numerals into the soft metal tags while other manufacturers for many decades were stamping tags with a "positive" raised impression of the letters/numbers into or rather "out of" their tags. You won't find Chevrolet VIN/SN tags that are simple metal tags with the letters/numerals stamped into them unless the tag is a "partial" tag attached to parts/components other than the vehicle chassis and even those situations are rare in the "modern era". Situations where an aftermarket "tuner" or "high performance shop" was/is permitted to manufacturer its own "VIN" or "SN" data like Shelby and others have with "Ford" vehicles are non-existent and only Chevrolet dealers like Yenko and Harrell were "permitted" to modify and "personalize" GM and Chevrolet vehicles on an aftermarket basis and after purchasing those vehicles from Chevrolet and only with the use of OEM Chevrolet powertrain parts. However, a Yenko Nova or Harrell Camaro is still a Chevrolet Nova or Chevrolet Camaro and unlike Ford, which interestingly enough has rarely put "FORD" or "Ford Motor Company" or the famous "Blue Oval" on Mustangs period, those "tuner" Chevrolets were still Chevrolet-badged and IDed. That Ford kept using simple metal/number stamps to literally stamp ID info into ID tags on its vehicles even when other much more secure and permanent methods were available has a lot to do with the "disparity" in values between "rare" Chevrolet and other GM and many Mopar "vintage" vehicles and "Ford" vehicles from the "muscle car era". The only "evidence" a Ford "Model X" with Y optional equipment is "real" and "authentic" seems to come from "private companies" that claim to have "saved" vast amounts of Ford "production documentation" that Ford itself saw no value in preserving. Being able to procure a "reproduction" ID tag from parties other than the OEM has never passed the "smell test" for many colllectors and in particular when that "documentation" is literally the ONLY "provenance" the vehicle is "valued" on. In particular, Ford's use of easily "reproduced" stamping in easily "reproduced" tags while other manufacturers were protecting themselves, their dealers and customers sticking to as modern and tamper-resistant and redundant a system of documentation as possible makes no sense if Ford viewed its own vehicles, dealers and customers are worthy of protection. And when extensive "documentation" of things like "dates" and "date codes" and "build sheets" etc. goes along with cheap, easily "reproduced" data tags, odd becomes suspicious to many "enthusiasts". Obviously stamped "ID" numbers were used by all manufacturers and that continues today, although "printers" producing dot-matrix ID info have replaced the simple number/letter stamped info. And those other manufacturers used ordinary stamping only to stamp portions of the VIN and usually just the actual "serial number" portion of the VIN into cylinder blocks, transmission housings, rear axle housings, etc. while keeping their actual ID tags on the chassis/body as "tamper proof" as possible. Even farm and construction equipment manufacturers like Deere & Co. and Caterpillar had/have "machine-specific" serial-number tags with the manufacturer's name and machine model designation and in some cases the serial number prefix in raised positive characters on the tag with only the individual machine serial number stamped into the tag. Decades ago even those manufacturers updated their PIN (Product Identification Number) systems and tags to more closely align with vehicle VIN identification systems and requirements even though those machines aren't universally titled/registered the way motor vehicles generally are. When colllecting antique and vintage farm equipment became a big hobby and a big business with some "rare" John Deere two-cylinder tractors selling for up to 10 times what "common" John Deere two-cylinder tractors are/were "worth", and with the SN tag being the only true "ID document" for those machines, theft of serial number tags at shows and auctions and salvage yards and in private collections became commonplace and crooks began selling "reproduction" tags online that could easily be stamped with common number stamps to make a tagless or "common" tractor into a "rare" and very "collectible" and "valuable" machine. Online collector forums with free "registry" features also popped up to make it easy to "track" what "rare" tractors and serial numbers had been reported by owners very interested in that "provenance" for their machines. Deere's tags for decades were mainly aluminum and it was an unfortunate coincidence that the "rarest" tractors - high-clearance row-crop tractors with special parts and components to give them up to 5 or 6 feet of crop clearance called "Hi-Crops" and tractors equipped with special wide rear axles and single-wheel front-ends or wide-axle front-ends typically used for vegetable farming on beds - were used primarily in the Mississippi Delta area of the U.S. and other high-humidity areas where corrosive fertilizers and other chemicals as well as "salt air" would corrode/erode the tags completely away or to illegibility. For many decades Deere has made it possible to replace a badly damaged tag with a "reproduction" steel tag that is identical to what has been used on modern Deere tractors for several decades providing the original tag is still legible enough to be read. Occasionally tags are simply damaged and "torn" rather than corroded, but either way the only sure way to get a reproduction tag from Deere is to talk to a territory aftermarket manager and do the "paperwork" with "legible" tag in hand. In rare cases if the actual identity/provenance of a "tagless" tractor can be proved replacement tags are issued but those situations are rare and when a new tag is issued to replace a damaged/corroded tag typically the original tag is confiscated by Deere and destroyed. All I know about Fords and in particular Mustangs is that unless the vehicle came with a lifetime of actual "documentation" including registrations, insurance cards, dealer service/repair records, the original window sticker and every other imaginable "document" possible to "prove" it is what the seller claims it is and had been the places and done the things claimed, I'd have to consider ever "rare" and "collectible" Ford whatever a "clone" and I certainly wouldn't buy from any "collector" who had plastered the car all over online forums, registries, etc. and who had a "vehicle report" bought and paid for by the one "expert" and "authority" on that particular vehicle as "proof" the vehicle is what it was/is claimed to be. People who really legitimately believe the "provenance" and "story" of their vehicles and especially "car guys" for whom "value" is incidental and not fundamental rarely expect a decades-old "collectible" vehicle to be "original" and "documented" from day one unless the current owner is the original owner and that is the situation because of how special the vehicle is/was to them. A "rare" and "collectible" vehicle with a laundry list of owners and a "complete" history/provenance is reason to suspect something about the vehicle isn't/wasn't what it is/was supposed to be and its just been passed along from "collector" to "collector" on a "speculative" basis with each former owner clearly not considering it worth keeping after purchasing it and "investing" in it.

[@rickheth2632]

"All I know about Fords and in particular Mustangs is that unless the vehicle came with a lifetime of actual "documentation" including registrations, insurance cards, dealer service/repair records, the original window sticker and every other imaginable "document" possible to "prove" it is what the seller claims it is... and who had a "vehicle report" bought and paid for by the one "expert" and "authority" on that particular vehicle as "proof" the vehicle is what it was/is claimed to be". DEEREMEYER1 It would seem to me that ANY vehicle (in his world) would require the very same standard and historical documentation for verifying a potential purchase. Of course I'm not full of vitriol when I say that... Yup, I saw no axe to grind here! Ha! Funny how an obviously antagonistic attitude (toward non-GM manufacturers) drives such an 'authoritative' view of himself, proposing that we all believe HIS viewpoint, right after he suggests to us that no single entity has the right to claim authority in this realm! I'm thankful that I was able to view Kevin's upbeat presentation, as an informative, interesting and reminiscent look back at some of Ford's history, and wasn't subjected to nineteen minutes of angry ford-bashing by you-know-who!

[@rickheth2632]

I know that at John Deere Product Engineering Center (when assembling prototype tractors), we used those punch cards, too. In my experience, the stack of cards would be used to identify specific parts when pulling them from inventory storage bins, and then be fastened to the part, before compiling them into an order fulfillment container that was delivered to the build location. Once installed, each part number was checked off on the master specification document we had for a particular vehicle and then the card(s) would be discarded. Once the build was complete we returned that entire spec document to Engineering. Do THEY still store that document for whatever documentation authority becomes necessary.. after five decades?!

[@deeremeyer1749]

General Motors and Chevrolet kept their used car business and lots separate from the new vehicles/dealerships and "OK" meant they'd been inspected and checked by a certified dealer and were good USED CARS. Touting used cars as "A1" and putting them front and center with new vehicles and putting the thought in people's heads that they could have just as good of a USED vehicle as BRAND NEW is "brilliant" marketing if you want to get spanked by your competition. And that's what happened to Ford decades and decades ago and is happening to Ford to this day. Chevrolet sold its 50 millionth new car in about 1958. That's passenger cars. Not light-duty and medium-duty trucks.

[@alankulchecki3160]

Ford came out with the ranchero first (1957) they were hot sellers. chevy played the catchup game when they came out with the elcamino in 1960. ford came out with the mustang in 64 and it sold like hot cakes. over 1 million sold before chevy played catchup with the camaro in 67. by the way ford sold more 57 fords than chevy sold 57 chevys. ford has always sold more mustangs than chevy sold camaros , ford always sells more f150 trucks than the chevy 1500.

[@deeremeyer1749]

Chevy guys use readily available "code sheets" and build sheets and if the "numbers don't match" assuming the Chevy guy cares to begin with, a Chevy is still worth owning. And it's hilarious how you "trust" some WAY OFF "date codes" on your featured car and not others. Strange how when a "reproduction" or "rebuilt" part is available for big wads of cash parts and date codes become "wrong" and when the part isn't readily available in "reproduction" or "rebuilt" form and the "owner" who needs the car "documented" because apparently he's fuzzy on what he replaced and didn't, suddenly the part being a year too early and in the case of that "smog" part no real justification/explanation exists for WHY emissions parts would be produced a year in advance, suddenly its "legit" because the owner pulled the "smog equipment" off the car 3 days into "ownership". And apparently that was "kosher" from a warranty standpoint AND "easy" to do because plugs and such must have been available for the openings left when the emissions equipment was removed. What's interesting is how Ford was apparently using GM "Thermactor" emissions-control parts before GM was and on "heavy-duty" engines that were really just "truck engines" in a passenger car. I'm guessing the "smog equipment" was just for looks because there's no way it was engineered/adjusted/calibrated for a truck engine in a car and definitely not with the "controls" Fords clearly LACK as well as other important parts of the "Thermactor" system like catalytic converters. A "smog pump" pumps air into the exhaust system so any excess "particulates" and unburned fuel have the necessary oxygen supply to be "purged" from the converter(s) after being allowed to accumulate until exhaust backpressure affected engine breathing and reduced the intake manifold vacuum sufficiently that the Thermactor system would allow the "smog pump" air to be "injected" into the exhaust. An air door on the intake snorkel (separate from the "heat riser" in the exhaust system was also part of the system and the drop in intake manifold vacuum also allowed the timing to advance slightly because with the exhaust backpressure came extra heat in the cylinders and reduced vacuum signal from the lower vacuum reduced fuel delivery so timing advance helped keep the engine out of detonation. What's REALLY strange is Ford using that emissions control equipment way back in the "leaded regular" days since "high octane" pump gas is actually harder to light, harder to keep lit and harder to get burned completely and would have made the engine "dirtier" only to put "emissions control" equipment on engines not "certified" for the cars they were in on to "clean up" emissions that would have cleaned up naturally simply by leaving the "smog equipment" off and specifying LOWER OCTANE GASOLINE MUCH more compatible with Ford's "engine design philosophy" and designs. Compression ratios and cam specs don't matter if you can't get the air in and out and Fords were always horribly "choked" on both sides of the engine as well as being KNOWN for "hot starting" problems due to "vapor lock". Ford's use of "open" air cleaners and "hot air induction" as well as engine designs that made cooling a constant problem along with "low-rise" intake manifolds and oversized carburetors that also created low/weak/inconsistent vacuum signals and an overall "hot intake air" condition combined with "lean" fuel-air mixtures because of weak vacuum signals and boiling hot carbs and manifolds and gasoline all combined to make it necessary to RUN those "big" 4-barrel carbs just to try to "cool" the engine with extra fuel. Of course that had a LOT to do with Ford being saddled with "smog" parts years before GM and even Chrysler.

[@alankulchecki3160]

Wow lots of talk but its just your opinion. So here's my opinion. Your comment on loosing vacuum on the intake slightly advances timing is incorrect, back then most all ford engines (except early Shelby and a few others) had a vacuum advance. the vacuum advance had vacuum at idle, and if you lost intake vacuum you lost the vacuum advance of the timing. The vacuum advance was there to increase gas mileage during part throttle operation. 2nd your fuel comment is wrong. the higher the octane the higher the flash point which makes the fuel not only burn slower but more consistent. Actually making less deposits not more as you mention, because of a more complete burn. so many old time racers would need to advance their timing to take advantage of the octane or they would actually go slower (as long as no overheat) Also the lower the octane fuel the less stable it is. when you run junk gas it tends to knock and ping hence the need for egr. Which by filling the cylinder with exhaust decreases the volumetric efficiency of the cylinder and cooling the combustion, ford didn't put 4 barrel carbs on to use the fuel to cool the engine as you stated. actually the more fuel burned, the more heat created. That's why engines are also referred as a "thermal heat pump" I could go on but just wanted to reply.