2017 Ram Pro Master Cargo Van 2500 High Roof Van 3D for Sale

From its introduction in 1959, the Austin-Healey 3000 was powered by the BMC C-Series engine, originally a Morris design, which by 1963 was fed by two SU HS2 carburetors when used in BJ7 applications. The OHV six utilized solid valve lifters, had a compression ratio of 9.0:1 and was rated at 134 horsepower in BJ7 trim. Recently tuned by a British specialist, it starts with a single tap of the accelerator. The four-speed manual transmission, the only available gearbox, is said to shift smoothly, with no clunks or thumps. A switch for engaging the Laybird-de Normanville electric overdrive is present on the dashboard. The engine bay presents as factory original and unrestored. This Mark II was repainted in 2010 in its original factory black. The finish is described as still being in good condition, with no visible swirls. Used 1963 Austin-Healey 3000 Mk II 56,846 miles, Black From its introduction in 1959, the Austin-Healey 3000 was powered by the BMC C-Series engine, originally a Morris design, which by 1963 was fed by two SU HS2 carburetors when used in BJ7 applications. The OHV six utilized solid valve lifters, had a compression ratio of 9.0:1 and was rated at 134 horsepower in BJ7 trim. Recently tuned by a British specialist, it starts with a single tap of the accelerator. The four-speed manual transmission, the only available gearbox, is said to shift smoothly, with no clunks or thumps. A switch for engaging the Laybird-de Normanville electric overdrive is present on the dashboard. The engine bay presents as factory original and unrestored. This Mark II was repainted in 2010 in its original factory black. The finish is described as still being in good condition, with no visible swirls. Used 1963 Austin-Healey 3000 Mk II 56,846 miles, Black From its introduction in 1959, the Austin-Healey 3000 was powered by the BMC C-Series engine, originally a Morris design, which by 1963 was fed by two SU HS2 carburetors when used in BJ7 applications. The OHV six utilized solid valve lifters, had a compression ratio of 9.0:1 and was rated at 134 horsepower in BJ7 trim. Recently tuned by a British specialist, it starts with a single tap of the accelerator. The four-speed manual transmission, the only available gearbox, is said to shift smoothly, with no clunks or thumps. A switch for engaging the Laybird-de Normanville electric overdrive is present on the dashboard. The engine bay presents as factory original and unrestored. This Mark II was repainted in 2010 in its original factory black. The finish is described as still being in good condition, with no visible swirls. Used 1963 Austin-Healey 3000 Mk II 56,846 miles, Black From its introduction in 1959, the Austin-Healey 3000 was powered by the BMC C-Series engine, originally a Morris design, which by 1963 was fed by two SU HS2 carburetors when used in BJ7 applications. The OHV six utilized solid valve lifters, had a compression ratio of 9.0:1 and was rated at 134 horsepower in BJ7 trim. Recently tuned by a British specialist, it starts with a single tap of the accelerator. The four-speed manual transmission, the only available gearbox, is said to shift smoothly, with no clunks or thumps. A switch for engaging the Laybird-de Normanville electric overdrive is present on the dashboard. The engine bay presents as factory original and unrestored. This Mark II was repainted in 2010 in its original factory black. The finish is described as still being in good condition, with no visible swirls. Used 1963 Austin-Healey 3000 Mk II 56,846 miles, Black From its introduction in 1959, the Austin-Healey 3000 was powered by the BMC C-Series engine, originally a Morris design, which by 1963 was fed by two SU HS2 carburetors when used in BJ7 applications. The OHV six utilized solid valve lifters, had a compression ratio of 9.0:1 and was rated at 134 horsepower in BJ7 trim. Recently tuned by a British specialist, it starts with a single tap of the accelerator. The four-speed manual transmission, the only available gearbox, is said to shift smoothly, with no clunks or thumps. A switch for engaging the Laybird-de Normanville electric overdrive is present on the dashboard. The engine bay presents as factory original and unrestored. This Mark II was repainted in 2010 in its original factory black. The finish is described as still being in good condition, with no visible swirls. Used 1963 Austin-Healey 3000 Mk II 56,846 miles, Black

This 1968 Chevrolet C10 short box pickup was radically customized over a number of years, and lists a host of improvements that brings it up to modern sport truck specification. With a new 350 V-8, a four-speed automatic transmission, 20-inch wheels, four-wheel disc brakes, a completely customized interior, and ice cold air conditioning, this is a truck that's built to perform as well as it looks. This truck is motivated by a 350-cubic-inch V-8 that was new at the time the truck was completed 15 years ago, according to the seller. The engine is topped with a Holley four-barrel carburetor on an aluminum high-rise intake. The air cleaner cover is a custom piece, as is the cowl that funnels cold air through the radiator. The engine bay is further detailed with custom inner fender wells painted the body color. Backing the engine is a TH700R4 four-speed automatic transmission with overdrive. This transmission allows this restomod to cruise at highway speed with little effort from the engine. shifts well in all gears, with no thumps or undue vibration. Used 1968 Chevrolet C10/K10 7,326 miles, Blue This 1968 Chevrolet C10 short box pickup was radically customized over a number of years, and lists a host of improvements that brings it up to modern sport truck specification. With a new 350 V-8, a four-speed automatic transmission, 20-inch wheels, four-wheel disc brakes, a completely customized interior, and ice cold air conditioning, this is a truck that's built to perform as well as it looks. This truck is motivated by a 350-cubic-inch V-8 that was new at the time the truck was completed 15 years ago, according to the seller. The engine is topped with a Holley four-barrel carburetor on an aluminum high-rise intake. The air cleaner cover is a custom piece, as is the cowl that funnels cold air through the radiator. The engine bay is further detailed with custom inner fender wells painted the body color. Backing the engine is a TH700R4 four-speed automatic transmission with overdrive. This transmission allows this restomod to cruise at highway speed with little effort from the engine. shifts well in all gears, with no thumps or undue vibration. Used 1968 Chevrolet C10/K10 7,326 miles, Blue This 1968 Chevrolet C10 short box pickup was radically customized over a number of years, and lists a host of improvements that brings it up to modern sport truck specification. With a new 350 V-8, a four-speed automatic transmission, 20-inch wheels, four-wheel disc brakes, a completely customized interior, and ice cold air conditioning, this is a truck that's built to perform as well as it looks. This truck is motivated by a 350-cubic-inch V-8 that was new at the time the truck was completed 15 years ago, according to the seller. The engine is topped with a Holley four-barrel carburetor on an aluminum high-rise intake. The air cleaner cover is a custom piece, as is the cowl that funnels cold air through the radiator. The engine bay is further detailed with custom inner fender wells painted the body color. Backing the engine is a TH700R4 four-speed automatic transmission with overdrive. This transmission allows this restomod to cruise at highway speed with little effort from the engine. shifts well in all gears, with no thumps or undue vibration. Used 1968 Chevrolet C10/K10 7,326 miles, Blue This 1968 Chevrolet C10 short box pickup was radically customized over a number of years, and lists a host of improvements that brings it up to modern sport truck specification. With a new 350 V-8, a four-speed automatic transmission, 20-inch wheels, four-wheel disc brakes, a completely customized interior, and ice cold air conditioning, this is a truck that's built to perform as well as it looks. This truck is motivated by a 350-cubic-inch V-8 that was new at the time the truck was completed 15 years ago, according to the seller. The engine is topped with a Holley four-barrel carburetor on an aluminum high-rise intake. The air cleaner cover is a custom piece, as is the cowl that funnels cold air through the radiator. The engine bay is further detailed with custom inner fender wells painted the body color. Backing the engine is a TH700R4 four-speed automatic transmission with overdrive. This transmission allows this restomod to cruise at highway speed with little effort from the engine. shifts well in all gears, with no thumps or undue vibration. Used 1968 Chevrolet C10/K10 7,326 miles, Blue This 1968 Chevrolet C10 short box pickup was radically customized over a number of years, and lists a host of improvements that brings it up to modern sport truck specification. With a new 350 V-8, a four-speed automatic transmission, 20-inch wheels, four-wheel disc brakes, a completely customized interior, and ice cold air conditioning, this is a truck that's built to perform as well as it looks. This truck is motivated by a 350-cubic-inch V-8 that was new at the time the truck was completed 15 years ago, according to the seller. The engine is topped with a Holley four-barrel carburetor on an aluminum high-rise intake. The air cleaner cover is a custom piece, as is the cowl that funnels cold air through the radiator. The engine bay is further detailed with custom inner fender wells painted the body color. Backing the engine is a TH700R4 four-speed automatic transmission with overdrive. This transmission allows this restomod to cruise at highway speed with little effort from the engine. shifts well in all gears, with no thumps or undue vibration. Used 1968 Chevrolet C10/K10 7,326 miles, Blue

The " H" in the fourth digit of the VIN indicates that this truck was originally equipped with a two-barrel, 390-cu. in. V-8. The engine was fully rebuilt and bored.030 over when the odometer read 49,742 miles. Mileage today is just 50,709, meaning that the truck has covered fewer than 1,000 miles since the overhaul. The rebuild included flat-top pistons, chromoly rings, and Edelbrock Performer aluminum heads. Replacing the two-barrel carburetor is a Holley 750 mounted on an Edelbrock Performer aluminum intake, the latter painted the proper shade of Ford blue. The radiator was also replaced with an aluminum four-row Champion unit, for superior cooling! A stainless Micro V-guard pulley conversion kit scavenges measurable percentages of engine power robbed by the conventional pulley setup. That's paired with a March Performance Style Track serpentine belt system. The Flowtech long tube headers meet a Flowmaster Double-Chamber dual exhaust. A new wiring harness and ignition provide strong, reliable spark. Used 1968 Ford F-100 50,740 miles, Blue The " H" in the fourth digit of the VIN indicates that this truck was originally equipped with a two-barrel, 390-cu. in. V-8. The engine was fully rebuilt and bored.030 over when the odometer read 49,742 miles. Mileage today is just 50,709, meaning that the truck has covered fewer than 1,000 miles since the overhaul. The rebuild included flat-top pistons, chromoly rings, and Edelbrock Performer aluminum heads. Replacing the two-barrel carburetor is a Holley 750 mounted on an Edelbrock Performer aluminum intake, the latter painted the proper shade of Ford blue. The radiator was also replaced with an aluminum four-row Champion unit, for superior cooling! A stainless Micro V-guard pulley conversion kit scavenges measurable percentages of engine power robbed by the conventional pulley setup. That's paired with a March Performance Style Track serpentine belt system. The Flowtech long tube headers meet a Flowmaster Double-Chamber dual exhaust. A new wiring harness and ignition provide strong, reliable spark. Used 1968 Ford F-100 50,740 miles, Blue The " H" in the fourth digit of the VIN indicates that this truck was originally equipped with a two-barrel, 390-cu. in. V-8. The engine was fully rebuilt and bored.030 over when the odometer read 49,742 miles. Mileage today is just 50,709, meaning that the truck has covered fewer than 1,000 miles since the overhaul. The rebuild included flat-top pistons, chromoly rings, and Edelbrock Performer aluminum heads. Replacing the two-barrel carburetor is a Holley 750 mounted on an Edelbrock Performer aluminum intake, the latter painted the proper shade of Ford blue. The radiator was also replaced with an aluminum four-row Champion unit, for superior cooling! A stainless Micro V-guard pulley conversion kit scavenges measurable percentages of engine power robbed by the conventional pulley setup. That's paired with a March Performance Style Track serpentine belt system. The Flowtech long tube headers meet a Flowmaster Double-Chamber dual exhaust. A new wiring harness and ignition provide strong, reliable spark. Used 1968 Ford F-100 50,740 miles, Blue The " H" in the fourth digit of the VIN indicates that this truck was originally equipped with a two-barrel, 390-cu. in. V-8. The engine was fully rebuilt and bored.030 over when the odometer read 49,742 miles. Mileage today is just 50,709, meaning that the truck has covered fewer than 1,000 miles since the overhaul. The rebuild included flat-top pistons, chromoly rings, and Edelbrock Performer aluminum heads. Replacing the two-barrel carburetor is a Holley 750 mounted on an Edelbrock Performer aluminum intake, the latter painted the proper shade of Ford blue. The radiator was also replaced with an aluminum four-row Champion unit, for superior cooling! A stainless Micro V-guard pulley conversion kit scavenges measurable percentages of engine power robbed by the conventional pulley setup. That's paired with a March Performance Style Track serpentine belt system. The Flowtech long tube headers meet a Flowmaster Double-Chamber dual exhaust. A new wiring harness and ignition provide strong, reliable spark. Used 1968 Ford F-100 50,740 miles, Blue The " H" in the fourth digit of the VIN indicates that this truck was originally equipped with a two-barrel, 390-cu. in. V-8. The engine was fully rebuilt and bored.030 over when the odometer read 49,742 miles. Mileage today is just 50,709, meaning that the truck has covered fewer than 1,000 miles since the overhaul. The rebuild included flat-top pistons, chromoly rings, and Edelbrock Performer aluminum heads. Replacing the two-barrel carburetor is a Holley 750 mounted on an Edelbrock Performer aluminum intake, the latter painted the proper shade of Ford blue. The radiator was also replaced with an aluminum four-row Champion unit, for superior cooling! A stainless Micro V-guard pulley conversion kit scavenges measurable percentages of engine power robbed by the conventional pulley setup. That's paired with a March Performance Style Track serpentine belt system. The Flowtech long tube headers meet a Flowmaster Double-Chamber dual exhaust. A new wiring harness and ignition provide strong, reliable spark. Used 1968 Ford F-100 50,740 miles, Blue

This beautifully kept 1972 Oldsmobile Cutlass Supreme Convertible appears to be in excellent immaculate condition inside and out, featuring Matador Red paint and Strato Bucket Seats upholstered in white vinyl. Under the hood, a 455-cu. in. V-8 powers this personal luxury convertible, and is mated to a Turbo Hydra-Matic 400 three-speed automatic transmission with a floor-mounted shifter. The Cutlass Convertible has only covered 60,000 miles since new. Used 1972 Oldsmobile Cutlass Supreme, 60,877 miles, Red This beautifully kept 1972 Oldsmobile Cutlass Supreme Convertible appears to be in excellent immaculate condition inside and out, featuring Matador Red paint and Strato Bucket Seats upholstered in white vinyl. Under the hood, a 455-cu. in. V-8 powers this personal luxury convertible, and is mated to a Turbo Hydra-Matic 400 three-speed automatic transmission with a floor-mounted shifter. The Cutlass Convertible has only covered 60,000 miles since new. Used 1972 Oldsmobile Cutlass Supreme, 60,877 miles, Red This beautifully kept 1972 Oldsmobile Cutlass Supreme Convertible appears to be in excellent immaculate condition inside and out, featuring Matador Red paint and Strato Bucket Seats upholstered in white vinyl. Under the hood, a 455-cu. in. V-8 powers this personal luxury convertible, and is mated to a Turbo Hydra-Matic 400 three-speed automatic transmission with a floor-mounted shifter. The Cutlass Convertible has only covered 60,000 miles since new. Used 1972 Oldsmobile Cutlass Supreme, 60,877 miles, Red This beautifully kept 1972 Oldsmobile Cutlass Supreme Convertible appears to be in excellent immaculate condition inside and out, featuring Matador Red paint and Strato Bucket Seats upholstered in white vinyl. Under the hood, a 455-cu. in. V-8 powers this personal luxury convertible, and is mated to a Turbo Hydra-Matic 400 three-speed automatic transmission with a floor-mounted shifter. The Cutlass Convertible has only covered 60,000 miles since new. Used 1972 Oldsmobile Cutlass Supreme, 60,877 miles, Red This beautifully kept 1972 Oldsmobile Cutlass Supreme Convertible appears to be in excellent immaculate condition inside and out, featuring Matador Red paint and Strato Bucket Seats upholstered in white vinyl. Under the hood, a 455-cu. in. V-8 powers this personal luxury convertible, and is mated to a Turbo Hydra-Matic 400 three-speed automatic transmission with a floor-mounted shifter. The Cutlass Convertible has only covered 60,000 miles since new. Used 1972 Oldsmobile Cutlass Supreme, 60,877 miles, Red

The LS5-code 455 H. O. was the highest-output engine offered in the 1971 GTO lineup, rated at 335 horsepower and a stout 480 lb. -ft. of torque, and was standard in Judge models. This car’s original, numbers-matching engine (see photo of engine stamping in the ENGINE BAY gallery below) has a correct YE-code cylinder block and correct #191 round-port cylinder heads — a rare, one-year casting unique to the ’71 455 H. O. — and it was rebuilt to stock specifications, including the specific 288-degree “068” camshaft and Quadrajet carburetor mounted atop an aluminum intake manifold. The engine is backed by a correct M40-code Turbo 400 three-speed automatic transmission, which channels power to Pontiac’s signature Safe-T-Track limited-slip rear differential. Used 1971 Pontiac GTO Judge, 73,302 miles, Red The LS5-code 455 H. O. was the highest-output engine offered in the 1971 GTO lineup, rated at 335 horsepower and a stout 480 lb. -ft. of torque, and was standard in Judge models. This car’s original, numbers-matching engine (see photo of engine stamping in the ENGINE BAY gallery below) has a correct YE-code cylinder block and correct #191 round-port cylinder heads — a rare, one-year casting unique to the ’71 455 H. O. — and it was rebuilt to stock specifications, including the specific 288-degree “068” camshaft and Quadrajet carburetor mounted atop an aluminum intake manifold. The engine is backed by a correct M40-code Turbo 400 three-speed automatic transmission, which channels power to Pontiac’s signature Safe-T-Track limited-slip rear differential. Used 1971 Pontiac GTO Judge, 73,302 miles, Red The LS5-code 455 H. O. was the highest-output engine offered in the 1971 GTO lineup, rated at 335 horsepower and a stout 480 lb. -ft. of torque, and was standard in Judge models. This car’s original, numbers-matching engine (see photo of engine stamping in the ENGINE BAY gallery below) has a correct YE-code cylinder block and correct #191 round-port cylinder heads — a rare, one-year casting unique to the ’71 455 H. O. — and it was rebuilt to stock specifications, including the specific 288-degree “068” camshaft and Quadrajet carburetor mounted atop an aluminum intake manifold. The engine is backed by a correct M40-code Turbo 400 three-speed automatic transmission, which channels power to Pontiac’s signature Safe-T-Track limited-slip rear differential. Used 1971 Pontiac GTO Judge, 73,302 miles, Red The LS5-code 455 H. O. was the highest-output engine offered in the 1971 GTO lineup, rated at 335 horsepower and a stout 480 lb. -ft. of torque, and was standard in Judge models. This car’s original, numbers-matching engine (see photo of engine stamping in the ENGINE BAY gallery below) has a correct YE-code cylinder block and correct #191 round-port cylinder heads — a rare, one-year casting unique to the ’71 455 H. O. — and it was rebuilt to stock specifications, including the specific 288-degree “068” camshaft and Quadrajet carburetor mounted atop an aluminum intake manifold. The engine is backed by a correct M40-code Turbo 400 three-speed automatic transmission, which channels power to Pontiac’s signature Safe-T-Track limited-slip rear differential. Used 1971 Pontiac GTO Judge, 73,302 miles, Red The LS5-code 455 H. O. was the highest-output engine offered in the 1971 GTO lineup, rated at 335 horsepower and a stout 480 lb. -ft. of torque, and was standard in Judge models. This car’s original, numbers-matching engine (see photo of engine stamping in the ENGINE BAY gallery below) has a correct YE-code cylinder block and correct #191 round-port cylinder heads — a rare, one-year casting unique to the ’71 455 H. O. — and it was rebuilt to stock specifications, including the specific 288-degree “068” camshaft and Quadrajet carburetor mounted atop an aluminum intake manifold. The engine is backed by a correct M40-code Turbo 400 three-speed automatic transmission, which channels power to Pontiac’s signature Safe-T-Track limited-slip rear differential. Used 1971 Pontiac GTO Judge, 73,302 miles, Red

Throughout its production, the Plus 4 relied on engines supplied by Standard Triumph. This example dates from 1960, which was the final year that the Plus 4 was fitted with the 1,991-cc OHV inline-four that it shared with the Triumph TR3. The engine was fed by enlarged dual SU H.6 carburetors, had 10.5:1 compression, and was rated at 95 horsepower. This Morgan’s drivetrain was rebuilt in 2003, a process that was documented by photos. The engine is said to be original to the car. Some minor corrosion can be seen underhood where the cylinder head meets the engine block, and on the exhaust manifold. the car can be balky starting on a cold day until it warms up, but that it fires easily and does not smoke. The Moss four-speed manual transmission is said to shift perfectly and be leak free. This Morgan was the recipient of a full, long-term restoration while it was living in Oklahoma during the 1990s. The present finish in periwinkle blue dates to then, and is described as still being in very good to excellent condition. As for blemishes, a few minor cracks are noted where the fenders meet the bodywork at the rear of the passenger compartment. No rust! Used 1960 Morgan Plus 4 47,500 miles, Blue Throughout its production, the Plus 4 relied on engines supplied by Standard Triumph. This example dates from 1960, which was the final year that the Plus 4 was fitted with the 1,991-cc OHV inline-four that it shared with the Triumph TR3. The engine was fed by enlarged dual SU H.6 carburetors, had 10.5:1 compression, and was rated at 95 horsepower. This Morgan’s drivetrain was rebuilt in 2003, a process that was documented by photos. The engine is said to be original to the car. Some minor corrosion can be seen underhood where the cylinder head meets the engine block, and on the exhaust manifold. the car can be balky starting on a cold day until it warms up, but that it fires easily and does not smoke. The Moss four-speed manual transmission is said to shift perfectly and be leak free. This Morgan was the recipient of a full, long-term restoration while it was living in Oklahoma during the 1990s. The present finish in periwinkle blue dates to then, and is described as still being in very good to excellent condition. As for blemishes, a few minor cracks are noted where the fenders meet the bodywork at the rear of the passenger compartment. No rust! Used 1960 Morgan Plus 4 47,500 miles, Blue Throughout its production, the Plus 4 relied on engines supplied by Standard Triumph. This example dates from 1960, which was the final year that the Plus 4 was fitted with the 1,991-cc OHV inline-four that it shared with the Triumph TR3. The engine was fed by enlarged dual SU H.6 carburetors, had 10.5:1 compression, and was rated at 95 horsepower. This Morgan’s drivetrain was rebuilt in 2003, a process that was documented by photos. The engine is said to be original to the car. Some minor corrosion can be seen underhood where the cylinder head meets the engine block, and on the exhaust manifold. the car can be balky starting on a cold day until it warms up, but that it fires easily and does not smoke. The Moss four-speed manual transmission is said to shift perfectly and be leak free. This Morgan was the recipient of a full, long-term restoration while it was living in Oklahoma during the 1990s. The present finish in periwinkle blue dates to then, and is described as still being in very good to excellent condition. As for blemishes, a few minor cracks are noted where the fenders meet the bodywork at the rear of the passenger compartment. No rust! Used 1960 Morgan Plus 4 47,500 miles, Blue Throughout its production, the Plus 4 relied on engines supplied by Standard Triumph. This example dates from 1960, which was the final year that the Plus 4 was fitted with the 1,991-cc OHV inline-four that it shared with the Triumph TR3. The engine was fed by enlarged dual SU H.6 carburetors, had 10.5:1 compression, and was rated at 95 horsepower. This Morgan’s drivetrain was rebuilt in 2003, a process that was documented by photos. The engine is said to be original to the car. Some minor corrosion can be seen underhood where the cylinder head meets the engine block, and on the exhaust manifold. the car can be balky starting on a cold day until it warms up, but that it fires easily and does not smoke. The Moss four-speed manual transmission is said to shift perfectly and be leak free. This Morgan was the recipient of a full, long-term restoration while it was living in Oklahoma during the 1990s. The present finish in periwinkle blue dates to then, and is described as still being in very good to excellent condition. As for blemishes, a few minor cracks are noted where the fenders meet the bodywork at the rear of the passenger compartment. No rust! Used 1960 Morgan Plus 4 47,500 miles, Blue Throughout its production, the Plus 4 relied on engines supplied by Standard Triumph. This example dates from 1960, which was the final year that the Plus 4 was fitted with the 1,991-cc OHV inline-four that it shared with the Triumph TR3. The engine was fed by enlarged dual SU H.6 carburetors, had 10.5:1 compression, and was rated at 95 horsepower. This Morgan’s drivetrain was rebuilt in 2003, a process that was documented by photos. The engine is said to be original to the car. Some minor corrosion can be seen underhood where the cylinder head meets the engine block, and on the exhaust manifold. the car can be balky starting on a cold day until it warms up, but that it fires easily and does not smoke. The Moss four-speed manual transmission is said to shift perfectly and be leak free. This Morgan was the recipient of a full, long-term restoration while it was living in Oklahoma during the 1990s. The present finish in periwinkle blue dates to then, and is described as still being in very good to excellent condition. As for blemishes, a few minor cracks are noted where the fenders meet the bodywork at the rear of the passenger compartment. No rust! Used 1960 Morgan Plus 4 47,500 miles, Blue