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When I run acroos this problem  I thought it was a problem with the engine mounts and I replaced the Engine mounts with the other type, (tall or short I don't remember) however I still encountered the same problem. Thanks for your input.

I am in the process of installing a new 330HP - 350 GM Turn Key engine in my 1968 Camaro and have run into a problem with the Engine mounts not lining up with the new frame mounts. The vehicle originally had a 250- 6 engine. New 1968 302/350HP frame mounts and engine  mounts have been installed. The problem comes in where the engine mount hole is not lining up with the frame mount hole in one of the frame mount by approximately 1/2 inch. If I line-up the passanger side and install the bolt through the mounts then the drivers side will not line up. If I install the drivers side and install the bolt through then the passanger side will not line up, off by approximatelt 1/2 inch. I have also changed out the engine mount with the same results. The frame mounts have been checked and are correctly installed. Has anyone run into this problem and have a solution or why this may be happening.

If you are using the same power brake booster there will be no need for any adjudtment as you will just have to re-install it with the same rod and clevis. If you are installing a new power brake  booster, take the measurement of the rod and clevis on your old booster and tranfer this measurement (total length) of the rod to your new booster. The rod included in the kit are universal and need to be set-up to the individual vehicle. When you are connecting the clevis to your brake peddle, the pin should go through the brake peddle  without having to compress the rod into the booster. All your  connections needs to completed prior to hooking up your  vacume  line to your booster and starting up your vehicle.  You may have to adjust yor brake light switch.
Good luck

I have just complete the same conversion on my 1968 Camaro.  Under the dash on the brake pedel assembly are two holes, the upper one is where your manual brake rod now connects, and the lower hole is for the power brakes. You may experience problems removing the the pin from the upper hole as it is enclosed in the brake/clutch mount housing, but this is easlily overcome by removing the pins that holds the btake peddle in place and lowering  the pedel enought to remove the clevis and pin , then re-install the brake pedel.
When installing the power booster you need to ensure that you adjust the rod going from your booster to the brake pedel to the correct length so as to not damage the power brake booster. A dry fit does not take a lot of time but it is time well spent.
Also  the power booster moves the master cylinder out from the fire wall  you may need to have some new brake lines fabricated as as everything fit properly.

The conversion from the mono leaf springs to the multi leaf springs has been completed with no problems encountered.
In order to properly seat the multi leaf springs I installed the 1/2 inch shim between the springs and upper mono leaf perch. This made up for the bolt going throught the multi-leaf spring  so as to properly fit with the mono-leaf spring perch, as the mono-leaf spring perch do not have the provision to acccomodate the spring bolt.  The upper spring pad was installed between the shim and spring perch. This shim allow for the use of the mono-feaf spring perch without have to remove it and install the mulit-leaf sprin perch.  Ehe rear shocks were  extended 2 inches  to accomodate the multi-leaf springs  The ride height  and ride is great Thank you.

I have the five leaf muti springs and the OEM spring installation kit. I know that the axle spring perches are different between the mono and multi leaf perches , with the multi leaf perches being deeper and haaving a provision (hole) in the center of te perch to accomodate the bolt had which goes throught the multi leaf springs which  holds them together. From what I have been reading is the 1967 mono leaf spring perch does not have any hole in the center of the perch to accomodaste the multi springs, but that the 1968 (which I have) may have a hole to accomodate the multi leaf spring. Other infroamtion I have been able to gather is that if there is no provision (hole in the mono perch) for the muli leaf spring that a shim  (6 inchses iin length, 2 1/2 inches in width and 1/2 inches thick with a 1/2 inch hole in the center can be installed betwen the spring and the perch to accomodate the multi spring bolt  using 2 U-bolts for each spring.  I understand that this method is used without having to remove the multi spaf spring perches and welding on new mulit leaf spring perches?  Any thoughts on this??

I am in the process of replacing my mono-leaf rear springs to mulri leaf springs. I have the new leaf springs with the new front bushing and have purchased the multi leaf spring installation kit (OER) plus the shock extensions.
From what I understand I will also require a shim going on  the top of the leaf spring where the bolt goes through the spring to the spring perch, as there is no provision in the mono leaf axle perch to accomodatethe bolt that goes throught the spring? Is this correct, or is there something else I require?
Any information on this conversition is appreciated.

I am replacing my mono-leaf springs on my 1968 Camaro with multi leaf springs. I have the new springs with the new fronts bushings and the installation kit (OER), which includes the rear shackles and bushings, top and bottom pads, u-bolts and the T-  bolts. plus the   shock entensions.  Is there anything esle required?? I have read that a shim is necessary to make room for the bolt that goes throught the center of the leaf springs when it mates to the rear axle perch, as the mono leaf spring perch doe not hae accomodation for the bolt??

Thank you - After a lot of frustration I have the springs installed. Removing  the spring compressor ( after diss-assembling it) took a bit of work and a lot of time, but it is now completed and the car is sitting properly and no more tire rubbing.

Is there any information on what number or % of vehicles that were produced with the deluxe interion on vehicles with a front bench seat?

I am in the process of installing a new dash pad in my 1968 Camaro. The vehicle has the  deluxe interior with the  chrome piece on the dash pad. The interior (seats) have been removed to replace the carpet and dash pad. The new dash pad is from  Classic Industries.  Previous to starting the removal of the old dash pad and the installation of the new one I am looking for any information to assist  me  so as not to run into any unforeseen challanges. I understand that replacing the chrone tirim on a replacement dash pad is subject to problems. Any information regarding any opart of the removal and installation would be helpful. 

I have tried that, however the parts (fingers) that attach to the coil spring are too large to go through the shock mount hiole in the lower control arm.  I guess there are different sizes of spring compressors that have smaller clamps that could be removed through the bottom??

I am in the process of replacing the front coil springs on my 1968 Camaro. The front springs have been removed without much difficulity, however I am having difficulity in installing the new ones. As the new springs have a higher spring rate I am having difficulity in getting them into place, as there is is insufficient room to intall the the spring compressor to compressor the spring to get it into place, and remove the spring compressor.  Is there a special type of spring compressor to use to install these springs, or a special way to  install the springs?

I have a unusual 1968 Camaro RS. It was odered with the following equipment: 230 engine, powerglide transmission, power steering, posi rear end, AM radio, RS equipment, deluxe interior and a bench seat. The exterior color is Tripoli tourquoise and the interior is tourquoise.
i have not heard or seen of another RS having  the deluxe interior with a factory bench seat.
Any others out there or information on such? 

 I have a 1968 RS with a 230 Cu IN 6 cylinder engine and wanted to have dual exhaust. I installed a 1975 Camaro muffler with a single inlet and dual outlet then installed the two tail pipes Tail pipes from 1976 throught 1980 can be used.  Other than instyalling the extra hangers, the only modification that was reguired was to the pipe that goes over the rear axle. It needs to be bumper out from 2" to 21/4 so as to fit the muffler.  I used the tail pipes for a 1975 Camaro and they fit very well and look and it sounds great.