Production Options

1. Options List - Downloadable RPO Spreadsheet (PDF)
2. Option Identification
3. Wheel and Wheel Cover Options
4. Valve Stems & Valve Stem Extensions
5. 1967 Camaro Front Shoulder Harnesses
6. Features of the Custom and Special Interiors  

5. CRG Research Report: Camaro Seatbelts

Options List - RPO Spreadsheet

Notes and Limitations

1. The source for the RPO information is various GM documentation. The source for the production data is also ultimately GM, but it was published by Len Williamson and he has graciously allowed us to use it. The detailed reference is contained on our CRG reference page as well as contained within the spreadsheet.
2. This file is in PDF format, so you must have a working version of Adobe Acrobat Reader (or other PDF compatible reader/viewer) to read this file. Acrobat Reader is a free program.
3. This file is the copyright property of the Camaro Research Group, and is subject to the same restrictions as any other data on our web site. Do not download this file unless you can comply with these restrictions.

Click (or Shift-Click) to download the CRG RPO spreadsheet file in PDF format, version 12-Jul-2021.

Option Identification

Firewall without AC

Firewall with AC

Air Conditioning (RPO C60): The most unique and identifying feature of an AC car is the firewall. To mount the AC evaporator on the firewall required a hole in the firewall of different size and shape from a non-AC car. The hole for AC is the same for all models, including L6, SB, and BB. The AC wiring passed through a large hole directly beneath the right-side window washer squirter and the air diverter valve was installed in the cowl plenum. The addition of air conditioning caused a myriad of other changes such the center air vent in the dash, different heater controls, and different kickpanels. The Assembly Manual shows the details of the changes to the wiring, interior, engine, etc. On 67 cars, the trim tag will be stamped 2E to indicate AC.

Console (D55): Approximately half of all 67-69 Camaros received a console from the factory. The console was optional on all models except for cars with bench seats. The console was retained to the floor with a front mounting bracket and special collapsing rivet nuts (a.k.a. rivnuts) in the floor. The mounting bracket holes are in front of the shifter. The rearmost rivnut should always be in the floor even if the floor was cut up for different shifters. The console in 67 will be noted on the trim tag as 2G.

Spoilers (D80): The spoiler option was not available in 1967 on any Camaro. It became available as an option on all cars (except those with a rear antenna) in 68-69. It was not mandatory on any car, except for the 69 pace car replicas and later 69 Z's. The narrower 68 spoiler was used on the 69 Camaro up to January - March of 69, when the wider 69 spoiler was phased in. One of the torsion bars on an original spoiler equipped car will be of larger diameter to compensate for the weight of the spoiler. The front center of the 69 subframe will have a drilled hole to mount the center brace of the front spoiler.

Transmissions: All manual transmission cars received the clutch pedal, smaller brake pedal, and the clutch bellcrank (z-bar) for the clutch fork. The front subframe of a manual transmission car would have the clutch bellcrank bracket holes with tapped threads; the subframe of an automatic car would still have the holes but without threads.

All 4-speeds and floor shift 3-speeds have a hole in the transmission tunnel for the shifter. The style used mainly in 67 & 68 was a clean-cut rectangular shaped hole which had a reinforcing ring welded to the underside of the tunnel around the shifter opening. The reinforcement ring was used on the following applications: all 1967 floor shift models (AT and MT), 1968 all MT floor shift, 1968's with the TH400 M11 floor shift (w/o console), and 1969 models with 3-speed manual w/o console. The hole cutout for 1969 models equipped with a 4-speed was smaller and more "oval shaped" than the other design. It was also rough cut with a torch and did not use the reinforcement ring welded to the bottom of the tunnel.

4-speed cars with higher performance engines received the Muncie transmission. The speedometer drive was on the passenger side of the transmission. The speedometer cable for Muncie-equipped cars exits the firewall on the right side of the steering column, above and behind the driver's side valve cover just above the throttle rod pivot, and it uses three clips to secure it to the firewall and tunnel. All other transmissions (including the M20 Saginaw) had the speedo cable exit on the left side of the steering column.

Speedometer hole locations

67-68 shifter reinforcement plate

68-69 tunnel with auto shifter

Automatic transmissions: The default shifter was a column shift unit. If a console was ordered, a floor shift would then be used (except with a 68 SS396, where RPO M11 was available which provided a floor shift without a console). The hole in the tunnel for the 67 auto floor shifter was the same as the 67 manual shifter. The 68-69 shifter mounted to the floor with several bolts and there was a hole for the shifter cable between the shifter and the front mounting bracket (see pic).

1969 dual exhaust doubler plate

Dual exhaust (NF2, N10, N62): Dual exhaust was an option for any V8 and was standard on all SS, COPO, and Z's. On 68 coupes, rivnuts were used on the driver's side frame rail (just behind the rear tire) to attach the dual exhaust hanger. On 69 coupes, a reinforcement (doubler) plate was added to the rear frame rail in the same area.

Gauges (U16 or U17): The U17 gauge option was an option on any V8 car and required the ordering of a console. It included the tach, clock, fuel, oil, amp, and temperature gauges. The underdash wiring harness will have extra wiring going to the console wiring connector for the gauges and a different connector for the tachometer. There was a hole drilled in the firewall just behind the distributor for the oil line. In 69, the cluster will have a different cutout for the tach than for the standard fuel gauge.

Later 69 V8 cars were available with the U16 Tachometer which consisted of just a tachometer and a center mounted fuel gauge. A console was not required. Later 69 Z28's were the only model that required a tachometer (via either U16 or U17).

Radio: Radios were a common option (more than 85% of first gens had one). A bracket was used to hold the rear of the radio in place. AM radios used a telescoping antenna and AM/FM used a solid mast antenna. The holes for the antenna cables were on all cars. Cars with rear antennae or no radio received a plug in this hole. The multiplex and stereo tape speakers were mounted in the kick panels. The rear speaker wiring was routed down the right side of the car, under the steel wiring covers.

Rally Sport (Z22) was an appearance only option that was available on all models in 67-69. It consists of concealed headlights with a different grille and back-up lights under the rear bumper and included the Z21 style trim package. 67 & 68 RS cars used a different front valance panel with the front parking lamps/turn signals mounted in the valance instead of the grille. 69 RS's included the RPO CE1 headlight washer system with the Rally Sport option. On 67 cars, RS will be noted on the trim tag with a 3L code.

The 67-68 RS fenders have an extra mounting bracket welded to the fender for the RS headlight assemblies. The 69 RS fenders have different mounting tabs than standard fenders. In 67, the headlights were electric. 67's have the associated wiring for the headlight motors and relays. 68-9 were vacuum operated. 68-9's have a 1" hole in the firewall (just outboard of the master cylinder) for the vacuum lines to the special headlight switch. The 68-69's have extra holes stamped into the inner fender for mounting the actuators and bellcrank mechanisms. 69 RS cars (and those with CE1) also had a special solenoid valve on the wiper motor to divert washer fluid to the headlight washers.

1969 fender mounts (RS on bottom)

68 & 69 RS vacuum line hole

1969 RS headlight washer valve

1968 RS innner fender

1969 RS innner fender

1967 & 68 RS trunk wiring

1969 RS trunk wiring

1968 RS back-up light stamped hole

1969 RS back-up light stamped hole

67's will have holes in the doors for mounting the RS lower trim. 68's will have have the holes in the doors and also mounting holes in the fenders and quarters for the RS trim.

Holes for RS trim in 1968 door

Holes for RS trim in 1968 quarter

Cowl hood (ZL2): The cowl hood was an option on SS and Z28 models in 1969 and was included on all COPO's and Pace Cars. It was introduced midyear 69. #1 ZL1, built 12E at Norwood is one of the first Camaros to have a factory ZL2 hood. A late December LOS-built Z28 with ZL2 has also been documented.

The ZL2 option included a solenoid and flapper in the hood. The wiring for the solenoid was routed through a special hole in firewall above the fuseblock. Only 10,026 cars received cowl hoods in 69 and about half of those went to COPO's and Pace Cars, meaning there were only 5,000 Z28's and SS's (out of about 20,000 Z28's and 30,000 non-Pacer SS's) that received the cowl hood.

Wheel and Wheel Cover Options

67 base hubcap	68 & 69 base hubcap	69 base hubcap with P06 trim ring

There were several optional wheel covers. These covers would be installed over the black-painted steel wheel. The P01 hubcap was a low-cost ($21.10) full wheel cover that was very popular - it came on over half of all 67-69 Camaros. There was a unique SS-only P01 version that only came on SS cars ordered with P01. This wheel cover was used starting April 67 on 67 cars and during the 68 model year. Early 67 SS's and all 69 SS's with P01 used the standard P01 cover.

The N96 magnesium-style wheel cover was available in 67-69. Another mag-style wheel cover (PA2) was introduced in 68 and was also available in 69. There was a wire wheel cover option, P02, offered in 1967. It changed RPO numbers to N95 for 68 and 69. In 1967 and 1968, the wire wheel cover had a bowtie design on the center. In 69, that was changed to “Chevrolet Motor Division” on the center. All of these mag-style and wire wheel covers cost $73.75 and a screwdriver (part #3798116 in 67) was included in the trunk to aid in cover removal as the tire iron will bend the covers.

67 P01 wheel cover	68 & 69 P01 wheel cover	Late 67 & 68 SS P01 cover

N96 mag-style cover	PA2 mag-style cover	P02/N95 wire wheel cover

There were also three wheel options.
- In 67, the base 14x5 wheel could be upgraded to the wider 14x6 wheel (included with SS models) via RPO P12. 14x6 wheels became standard in 68.
- The rally wheel was included with disc brakes in 67. In 68 and 69, it was RPO ZJ7 and was available on any vehicle. The 68-69 version had a taller center cap than the 67 version. The rally wheel was included in the Z28 package in all three years.
- The N66 wheel, aka the SS wheel, had very limited production in the beginning of the 69 model year before being cancelled effective 1/8/69.

67 rally wheel	68 & 69 rally wheel	69 N66 wheel	69 wheel covers

Valve Stems and Valve Stem Extensions

9417745 extension by Dill

Set of 9422212 extensions

The standard valve stem assembly used all three years years on all wheels was a snap-in type rubber TR-413 with tire valve stem cap. The tire valve stem assembly with cap was 1-1/2” in length overall, 1-1/4” effective length (i.e., length of stem from the wheel). Both “DILL 627” and “SCHRADER” valve stem caps have been observed on original cars. A valve stem extension was required for all full-wheel cover options, but not for partial-wheel hubcaps. If required, valve stem extensions were placed in the glovebox at the assembly plant.

1967 Camaro Front Shoulder Harnesses

[Note: More information on seat belts and seat belt options appears in the Camaro Seatbelts Report.]

First-generation Camaro shoulder harnesses began as optional equipment, separate from the standard lap belts. The shoulder harness options, RPO AS1 for standard belts and RPO A85 for deluxe belts, were not very common. Total production for the 1967 model year was less than 1400 sets.

1967 Convertible Shoulder Harness
(Click on image to expand)

The shoulder harnesses are well known to '68 and '69 Camaro owners because they became standard equipment on coupes as required by Federal Law beginning 1 January, 1968. However, the '67 version is a unique animal compared with these later harnesses. '68-'69 Camaro owners are accustomed to finding two sets of belt buckles between their front seat and the drive shaft tunnel. However, the '67 shoulder harness set-up has only one buckle in this location; the second belt has a metal "male" clip.

The shoulder belt with the buckle is attached to the roof. In the case of a convertible, the shoulder belt with the buckle is anchored in the retracting top well.

Coupe Shoulder Harnesses

1967 Coupe Shoulder Harness Attachment

Shoulder Harness Receiver Clip (no rear arm-rest)

Shoulder Harness Receiver Clip on rear armrest

Some cars which have the rear seat arm rests still have the receiver clips on the rear upholstered panel. At this point, one can only assume that specific instructions for mounting the clips were either never given out or simply were not strictly followed. We are trying to research further to see if it may have been done differently at different times of the year or if it is due to two different factories but, because of the rarity of the option, examples have been a little hard to find. If you own a '67 Camaro with the shoulder belt option, the CRG would appreciate hearing from you. The hope is that we may someday be able to provide a definitive answer to the two different clip mounting positions.

Convertible Shoulder Harnesses

1967 Camaro Convertible Shoulder Harness Attach

The shoulder belt then slips out of the top well between the rear quarter upholstered panel and the top compartment side trim panel. A protective sleeve is supposed to minimize wear on the belt where it slips through.

Convertible Shoulder Belt Anchor Point

Driver's side w/o seat

Driver's side - assembled

The Design Problems

Accessory Retractor

When not in use, there was no place for the excess length of the belt to go but to dangle on the seat or the floor. One solution for dealing with the excess belt length was to install a bail type seat belt retractor. These items were not a factory installed part but were listed in Chevrolet dealer accessory pamphlets. The belt retractors look to be nice solution at first glimpse but, in actual practice, they are cheaply built and function poorly.

With the seat belts fastened and cinched across the body, the extra belt length did not fall neatly across your lap but dangled over next to your arm, as shown in a photo above. Also, when not in use and with the windows down, the buckles would fly out of their receiver clips and crash around the rear seat area due to wind buffeting. The 67 design was changed to the more familiar style for model year 1968. However, shoulder belts remained an option on coupes until 1 Jan 1968, when the new Federal Motor Vehicle Safety Standards came into effect.

If you have a Camaro with optional shoulder harnesses, you can take pride in having one of the more rare and (for '67 especially) unusual Camaro options available.

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