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Block deck has been decked. ML is the 1969 code for a 4-speed ZL-1.

I have a db with VIN/body tag info on over 1,500 Van Nuys '69s. Less than 1% are black so it is wise to be cautious.

The body and VIN tags on L528219 appear undisturbed. The data is in line with other 03D builds. It started in body fab Friday March 28, final-assembled Tuesday April 1st. The previous Camaro VIN is a Z11. VN also built other models.

That video is several years old.

02D at Norwood spans nearly three weeks of production; February 19-March 14. VINs approximately N601539-614579.  There was no 02C or 03A. Approximately half of the VIN range were built in March.

Staring around VIN N608xxx, the db has several 02D Z/28s with V0227DZ engines.

Reference the 1969 Camaro Assembly Instruction Manual. Link is on this site under General Discussion.

Section 1, Page C1.

Reference the 1969 Camaro Assembly Instruction Manual. Link is on this site under General Discussion.

Section G80 page A2
Section M20 page A9

That's an approximate location for the K66 TI ignition jumper wire.

How about some 'as installed' testing?

Coolant pump, alternator, air cleaner.

https://www.ebay.com/itm/277791420901

124379N608811

Sure like to see the block stampings

No handle

Remember, the body tag date represents when the production order was released, not necessarily when the car was final assembled. There is usually overlap at the beginning and end of each month. Some 06A orders were final assembled in July.

Norwood was shut down July 14-August 8. Guessing, they completed all 07A orders in the system. 

For each date seen on body tags, there is also a VIN range. 07A represents less than 2 weeks of production.

That tag will only 'fit' a car in the small 07A range.

Looks ok to me.

I had a similar Z/28-not a paint/trim combo you would want to duplicate.

Having spent a chunk of my working life in supply chain, here's my 2¢.

Planning starts very early, at the top. Marketing determines how many Camaros the plant will build for the MY. From that a Master Schedule is developed: Coupes, convertibles, base drivetrains. Some common options like A/C, power steering, are also easy to predict. From this, tooling capacity for parts common to all models are determined. Tooling capacity is mostly fixed; there's always overtime. That gets expensive and if not carefully planned can run the line dry later in the week. So there has to be inventory (safety stock) to cover; both at the source and in-plant. Inventory is a double-edged sword. Great when you need it, a waste of resources when you don't. Plant Managers were graded on obsolete inventory at the end of a model run.

For parts used on all builds, suppliers get the Master Scheule a few weeks out and produces accordingly: 3,000 frames this week, 4,000 next week. Drive train plants do the same; every week they ship base and probably a few common options in the quantities Marketing predicted. Since all this stuff takes up valuable space, Production Scheduling has to ensure they consume it. Dealers were encouraged and reminded to order their inventory accordingly. 

Some suppliers of common parts are required to be within a certain distance from the plant. I recall John Z mentioning that fuel tanks for Van Nuys were produced there, as were jacks certainly other components. Drive train components were not, VN had to maintain a larger inventory to cover. For 02A VN Z/28s the engine date to final assembly gap is 10-18 days; at Norwood it's about a week. One or two days is not unusual. 

Optional equipment was definitely a problem. Hard to predict and once locked into tooling capacity, nearly impossible to change. November 1968 Chevy stopped taking Z/28 orders as 302 engine production through the end of 1968 was spoken for. If an option was well under it's take rate, dealers were strongly encouraged to order it. When John De Lorean took over as Chevrolet GM, one of his first edicts was to discontinue any option with a take rate of less than 5%. 

You should try to find his book, "On a Clear Day You Can See General Motors." Much of Chevrolet's trouble was due in large part to excessive low volume options and poor production planning. One example mentioned in his book is 2,720 possible combinations for the 1969 Camaro dash cluster. I have been able to get to that number but believe it has an error. Actual number is probably 1,880. By 1972, there were only 96. 

Three p/ns listed 67-70: 3887033,3940977,3969903