Found and Restored: First Camaro Ever Built: #N100001

Summary

Camaro #100001 is believed to be the first production Camaro ever built, making it an incredibly important piece of Chevrolet history.

The 1967 Camaro originally started as a 230-cu.-in. 6-cylinder, 3-speed sports coupe with Bronze paint and a tan interior.

Before restoration, it had been heavily modified into an ’80s-style drag car with a roll bar, slicks, and hood scoop.

Restoring the car meant researching its 50-year history and tracking down its previous owners and their stories.

The restoration aimed to return it to its original 1966-era configuration, including the original engine, transmission, whitewalls, radio, antenna, and factory options.

Chevrolet even used fake press releases to keep the upcoming Camaro secret from Ford and its Mustang.

The first Camaro isn't just an old car—it's a piece of the model's DNA and one of the most historically significant Camaros ever found.

First Production Camaro

All restorations of iconic vehicles and their facts are very important to the history of the model's bloodline. Where a vehicle's been, who has owned it, special stories of the vehicle, and what makes a vehicle worth restoring in the first place are all things that are very important to the restoration process. 

When Camaro #100001 (the first Camaro ever built) was found, and the attempt to restore it back to its original condition was on its way, just finding out the whole 50-year history of the Camaro took two years alone. Tracking down the owners and recording all their backstories and adventures they had with the vehicle was just part of the process of restoring something so important to automotive history.  

Why The First Camaro Matters

This special 1967 Camaro (project named the "Panther" started out as a 230 cu.-in. 3-speed sports coupe with a Bronze exterior color and tan interior. It was a far cry from what it ended up being before its restoration, a beat-up old-looking ' 80s-style drag car with a rollbar, slicks, and a hood scoop. 

The restoration would include all the options the Camaro had on it back in 1966, including the original engine, trans, whitewall tires, push-button radio, front antenna, a deluxe seat-belt package, and a hidden 110-volt system like you would have in your house to power light displays at conventions. 

As time drew closer to a real press release of the Camaro, many fake press releases were put out to the public to throw Ford off their trail since the Mustang was going to be its direct competitor. 

And for those who don't know, which I didn't even know. Camaro is a French word that means "Comrade" or "Companion."

For a Deeper Look At The First Camaro Ever Built, Check Out The 18-Minute Video Below. 

 

The Forgotten Last True Yenko: The 1981 Camaro Turbo Z

  

Summary

The 1981 Yenko Camaro Turbo Z was the last true Don Yenko specialty car, not the 2010 Camaro that merely carried the licensed Yenko name.

Don Yenko developed the Turbo Z to give the 175-hp 1981 Z28 a much-needed performance boost.

Only 19 Stage I & II Yenko Camaros were built, including just 3 Stage II Turbo Zs.

A 7-psi turbocharger boosted the 350 V8's estimated output to roughly 210–225 hp.

Performance upgrades included a Turbo 350 transmission, Positraction, Koni shocks, stiffer stabilizer bars, and unique Yenko styling.

The Turbo Z could reportedly cut about three seconds off the stock Z28's quarter-mile time.

Despite its performance focus, it was loaded with luxury features like leather seats, air conditioning, and tilt steering—but no radio.

One sold for $66,000 at Mecum in 2018, potentially a bargain considering its rarity and place in Yenko history.

With only three Stage II examples built, the Turbo Z is one of the rarest and most overlooked Yenko Camaros.

1981 Yenko Camaro Turbo Z 

Car enthusiasts, including many knowledgeable Camaro fans, often believe one of two things: either the last Don Yenko specialty car was the 1971 Chevy Nova Yenko, or it was the 2010 Chevy Camaro Yenko. However, neither belief is actually true.

2010 Chevy Camaro Yenko - Not A True Yenko

The 2010 Chevy Camaro Yenko is, in fact, not a true Don Yenko car. Chevrolet obtained the rights to use the Yenko name on the 2010 Camaro, but that alone does not make it an authentic Don Yenko creation. Unlike the original Yenko cars, which were modified and sold through Don Yenko's dealerships, the 2010 Yenko Camaro was simply a special-edition Camaro produced under license. Don Yenko himself—and the original Yenko operation—had nothing to do with its development.

Stage I & II 1981 Camaro Yenko Turbo Z

While the 1971 Chevy Nova Yenko may be the last well-known Yenko specialty car, there was one genuine Yenko model that followed it. The extremely rare Stage I and Stage II 1981 Camaro Yenko Turbo Z may not have arrived during the golden age of muscle cars, but like most Yenko creations, these Camaros were modified to produce considerably more performance than they offered from the factory.

Thanks to tightening emissions regulations, the 1981 Camaro Z28's 350-cubic-inch V8 was rated at just 175 horsepower—far from the fire-breathing muscle cars of the late 1960s. Don Yenko decided one of his final automotive projects would be giving the Chevrolet Camaro the extra power it desperately needed.

1981 Yenko Camaro Stage I & II

Only 19 Stage I and Stage II Yenko Camaros were built through Don Yenko dealerships. Of those, just three were Stage II Turbo Z models, making them among the rarest Camaros ever produced. Today, all 19 examples are considered exceptionally rare and feature numerous visual and performance upgrades.

Not only did the 1981 Yenko Camaro receive enough performance enhancements to shave roughly three seconds off the stock Z28's quarter-mile time, but it also came loaded with nearly every luxury option available from the factory, including leather seats, air conditioning, a tilt steering wheel, and more. The only thing it didn't include was a radio. In its place was a distinctive "Yenko Turbo Z" identification plate.

1981 Yenko Camaro Upgrades:

• 7-psi turbocharger added to the 350-cubic-inch V8
• Turbo 350 automatic transmission
• G80 Positraction rear differential
• 3.08:1 rear axle ratio
• Koni shock absorbers
• Stiffer stabilizer bars
• IROC front spoiler
• Turbo Z-specific decals and floor mats
• Leather-wrapped racing steering wheel

So, how much horsepower did the turbocharged 1981 Camaro Yenko produce? No one knows for certain, but most experts estimate the output to be somewhere between 210 and 225 horsepower.

While those numbers may not sound impressive by today's standards, they represented a substantial increase over the stock 175-horsepower engine and made the Turbo Z one of the quickest third-generation Camaros of its day.

Heading To Mecum Auto Auction

If you're thinking about adding one of these rare Camaros to your collection—especially one of the three Stage II models—good luck finding one.

The last 1981 Camaro Yenko Turbo Z to cross the auction block sold for $66,000 at a Mecum auction in 2018. Considering its rarity and significance as the last true Don Yenko specialty car, that seems like a bargain today. It's possible many bidders simply weren't aware of the car's fascinating history or just how rare it really is.

History: 1982 Buick Grand National—The Only Year It Wasn't All Black

  

Summary

The 1982 Buick Grand National was the first Grand National, and it wasn't black—it came in charcoal gray and silver.

Buick's NASCAR success, including Richard Petty's 1981 Daytona 500 win, helped inspire the Grand National.

Only 215 were produced, plus one prototype, making the '82 GN extremely rare.

Most came with a 4.1L naturally aspirated V6 producing 125 hp, while roughly 20 received the 3.8L turbo V6 making 175 hp and 290 lb.-ft. of torque.

Cars were sent to Cars and Concepts in Auburn Hills, Michigan, for their Grand National upgrades.

Special features included F41 suspension, heavy-duty cooling, rally wheels, blacked-out trim, special badging, bucket seats, and unique Grand National gauges.

The '82 GN wasn't especially fast by today's standards, but it started the Grand National legacy that would lead to the legendary turbocharged '86–'87 models.

Finding a good original example is difficult due to rust, interior deterioration, and years of neglect.

There was no 1983 Grand National, making the 1982 model even more significant to collectors.

Don't Answer Without The Facts

Although almost everyone you ask will tell you there is no such thing as a true Buick Grand National that was not all "Black", the fact is, they'd be wrong! 

They might also tell you there's no such thing as an '82 Grand National, which would also be wrong! The first Grand National was actually born in 1982; it was charcoal grey and silver and has a pretty cool little story to it.

The Birth Of Something That Would Soon Become A Legend 

Back in 1981, Buick took to the main stage at NASCAR with their G-Body Regal. A few Regals made their debut in California at the Riverside International Raceway. But it was in Daytona, the second week of the season, where the tides changed for the Regal and set the way for Buick and the G-Bodies in NASCAR for quite a while. 

Richard Petty Wins Daytona 500 In A Regal

For a record-setting 7th time, Petty takes the checkered flag, but this time in a Buick Regal. This win broke a long drought of 16 years since someone drove across the finish line at a NASCAR event in a Buick. It was last done by Herb Thomas, who did it in 1955 in a '55 Buick Century. 

Record-Breaking Year For Buick In NASCAR 

Throughout the season, a Buick Regal would cross the finish line first in 22 out of 31 events with just five different Buick Drivers—Petty, Bobby Allison, Ron Bouchard, Cale Yarborough, and Darrell Waltrip. In the end, Waltrip would bring home the championship title for his team and Buick.

These efforts brought the NASCAR Manufacturing title home to the Flint, Michigan plant that had been pumping out those Regals since 1978. 

The new sporty image and the accomplishments at NASCAR that followed prompted Buick to take full advantage of the newfound "This Isn't Your Grandma's Car" image and run with it. 

In December 1981, Buick announced that a "Special Edition" Regal was going to be unveiled in the first week of the NASCAR season. This just so happened to be the first time the Daytona 500 would be set for the first race of the season, and it is now a staple in NASCAR racing to this day. The Daytona week is like the Super Bowl of NASCAR and prime time for anything special, especially for automotive manufacturers that want to show off something new. 

 

Buick And NASCAR Copyright Issues

Buick went ahead and already named their "Special Edition" Regal the "Grand National"; the only problem was that NASCAR already had the copyrights to the name—NASCAR Winston Cup Grand National Series—so NASCAR sued. After some legal wrangling, Buick kept the name but changed the nameplate to the recognizable one everyone knows today—a big turbo-6 on the right side of the emblem, the words "Grand National" stacked on top of each other, and a checkered flag on the left side of the emblem. 

Daytona 500 Week 1982

Now, whether or not the Grand National was ever actually unveiled at the 1st Daytona week, no one seems to really remember. Many think it never made it, largely because of the ongoing legal dispute with NASCAR, but regardless, the "Special Edition" prototype GN was done. 

Not only was the Grand National project moving forward for Buick, but on Feb 14, the day of the Daytona 500, 25 of 42 cars lined up as Buick Regals, and 7 of 10 of them were in the top 10 positions. The race ended just about the same way it started, with Allison winning in his Buick Regal, followed by three other drivers driving Buick Regals. The success continued for Buick throughout the season, and so did production on the Buick Grand National. 

1982 Buick Grand National: What Was Special 

Was the first Buick Grand National fast? By today's standards, not at all! In fact, most soccer Moms' crossovers would take the '82 Grand National out pretty easily. But in 1982, it's sad to say, this V6 would beat most factory V8s on the road, at the same time looking cooler than most of them.

When I say V6, you're probably thinking of the turbo 3.8-liter that Grand Nationals are known for, but this first GN was a little different. The '82 Grand National came with a 4.1-liter V6 that was naturally aspirated and fed by a 4-barrel Quadrajet carburetor. This fun combination would get you a whopping 125 horsepower and 205 lb.-ft. of torque. 

There were a few buyers out there that had inside information about the soon-to-be-famous 3.8-liter turbo engine combo and checked the right boxes on the order sheet. This combo would get the buyer 175 horsepower and 290 lb-ft of torque.

Heading Off For Special Treatment 

All soon-to-be Grand Nationals rolled off the assembly line as normal Buicks and then were shipped off to Cars and Concepts in Auburn Hills, MI, where they received their Grand National treatment. They were all done in Charcoal Grey exterior paint and grey interior, but weren't all based on the same Regal. Some base Buick Regals were sent to Cars and Concepts, but so were some Limited and Sport coupe Regals. So for a collector on the hunt for a legitimate one, there are a few different real options out there (do your research). 

1982 Buick "Grand National" Special Edition Upgrades  

• 215 made plus one prototype

• 4.1-liter V6 naturally aspirated or (roughly) 20 3.8-liter V6 turbocharged

• 125 horsepower (4.1) or 175 horsepower (3.8 turbo)

• 205 lb.-ft. of torque (4.1) or 290 (3.8 turbo) 

• Automatic transmission

• Heavy-duty engine and trans coolers

• 3.23:1 rear gear (4.1) or 3.03:01 (3.8)

• F41 Grand Touring Suspension

   

Cosmetic Upgrades

• Silver stripe in the middle of the charcoal grey paint (hand-laid), red pinstriping separating the colors (hand-laid) 
• Big Buick letters on the back quarter panels and on the back decklid lip

• Blacked-out grille and headlamp door covers
• Special Edition rally wheels w/Buick center caps
• Front bucket seats w/black leather inserts throughout the whole interior
• Leather-wrapped steering wheel
• Center console w/shifter
• Special Grand National gauge cluster 
• Special Grand National badging on exterior and interior

It's hard to find these cars in good shape. One of the biggest problems they had was through the years, their lack of power left a lack of enthusiasm to keep them running and looking good. The usual rust invades the lower doors and quarter panels in the usual places, and their interiors are commonly faded and torn from sun damage due to T-tops (some had sunroofs instead).  

But these Grand Nationals can still be considered collector items thanks to their history and the lack of numbers produced. You could say they started a mid-to-late-'80s revolution of more desirable cars for the auto enthusiast, not to mention they paved the way for the '80s' most famous muscle car, the 1986 and '87 Grand National.   

How Expensive Were They?

The Grand Nationals weren't as expensive as buying a Corvette, but spending extra cheese on a Buick was something people didn't do much of since the muscle days. With a Regal sticker price of $8,702, you would have to cough up another $3,278 for the Grand National packages and about another $1,000 more if you ordered the turbo 3.8-liter version. With America in a recession at the time, that was a lot of money, and Buick's most expensive styling and performance package was one that it had ever sold. 

 

All in all, if you found one in good shape, it would be worth buying a 1982 Grand National just to preserve it. And if you found a 1983 Grand National, I have a bridge to sell you because there were no Grand Nationals made in '83. 

1977 Pontiac Can Am: The Ending of The Muscle Car Industry

Summary

The 1977 Pontiac Can Am was Pontiac's attempt to keep the muscle-car spirit alive during the late-1970s performance downturn.

Based on the LeMans Sport Coupe, it combined sporty styling, V8 power, and comfortable grand-touring features.

Powered by a 400-cu.-in. Pontiac V8 producing 200 hp and 325 lb.-ft. of torque.

Unique features included Cameo White paint, bold graphics, a special rear spoiler, Rally II wheels, and sport exhaust.

With a Turbo Hydra-Matic 400, heavy-duty suspension, and four-wheel power-assisted braking, it remained a respectable performer for 1977.

Pontiac planned to build around 5,000, but production ended after only about 1,377 cars due to problems with the fiberglass rear spoiler.

Today, its low production numbers, distinctive styling, and Pontiac muscle-car heritage make the Can Am a highly collectible and often-overlooked classic.

A short-lived Pontiac that proved the muscle-car spirit wasn't completely dead in the late '70s.

Where and Why This Muscle Got Started and Ended

By the late 1970s, the muscle car era had lost much of its momentum. Stricter emissions regulations, rising insurance costs, and the fuel crisis forced automakers to dial back performance. While many manufacturers focused on luxury and fuel economy, Pontiac refused to let performance disappear completely. In 1977, the division introduced a limited-production model that combined bold styling with respectable V8 power—the Pontiac Can Am.

Built from the Pontiac LeMans Sport Coupe, the Can Am was designed to capture the excitement of Pontiac's legendary GTO while offering buyers a stylish personal luxury coupe with plenty of muscle. Although production lasted only a few months, the Can Am has become one of Pontiac's rarest and most collectible hidden gems.

Base Exterior Colors

The 1977 Pontiac Can Am was offered in a single factory color—Cameo White. Every Can Am featured a distinctive appearance package that set it apart from the standard LeMans.

Exterior highlights included:

• Bold tri-color Can-Am hood and rear spoiler graphics.
• Color-keyed rear spoiler
• Blacked-out grille
• Body-colored sport mirrors
• Can-Am fender decals
• Rally II wheels
• Dual sport exhaust outlets
• Aggressive shaker-inspired styling cues that hinted at Pontiac's muscle car heritage

The combination of bright white paint and colorful graphics made the Can Am instantly recognizable and remains one of its defining characteristics today.

Interior

Inside, the Can-Am blended comfort with sporty styling. Buyers could choose from several interior color combinations depending on availability, while receiving many of Pontiac's upscale LeMans Sport features.

Interior features included:

• Strato bucket seats
• Center console
• Rally steering wheel
• Engine-turned dashboard trim
• Full instrumentation with tachometer
• Sport door panels
• Air conditioning available
• Power windows and power door locks are available
• Tilt steering wheel available
• AM/FM stereo with optional 8-track player
• Plush carpeting and generous sound insulation

Rather than offering a stripped-down muscle car interior, Pontiac gave the Can Am the feel of a comfortable grand touring coupe.

Engine, Performance, Wheels, Brakes, and Tires

Performance Specifications

• Engine: 400 cubic-inch (6.6-liter) Pontiac V8
• Horsepower: 200 hp
• Torque: 325 lb-ft
• Transmission: Turbo Hydra-Matic 400 three-speed automatic
• Rear Axle Ratio: 3.08:1
• 0–60 mph: Approximately 8.0 seconds
• Quarter-Mile: Around 16.0 seconds
• Top Speed: Approximately 120 mph

Wheels, Brakes & Tires

• 15-inch Pontiac Rally II wheels
• GR70-15 steel-belted radial tires
• Power front disc brakes
• Rear drum brakes
• Heavy-duty suspension package
• Front and rear sway bars
• Variable-ratio power steering

While those performance numbers may seem modest compared to the peak muscle car years, the Can Am remained one of the quickest intermediate-sized American cars available in 1977.

A Short-Lived Legend

The Pontiac Can Am's story is as interesting as the car itself. Pontiac originally planned to build approximately 5,000 units, believing there was still a market for stylish American performance cars. However, production came to an abrupt halt after a supplier responsible for manufacturing the fiberglass rear spoiler experienced serious manufacturing problems. Rather than redesign the package or find another supplier, Pontiac ended production after only about 1,377 cars had been completed.

Because of its extremely limited production run, the Can Am has become something of a forgotten classic. It shares much of its mechanical DNA with other popular Pontiac models of the era, making restoration relatively straightforward, while its unique graphics, spoiler, and trim pieces are far more difficult to locate. Enthusiasts appreciate the Can Am not only for its rarity but also because it represents Pontiac's determination to keep the spirit of American performance alive during one of the industry's most challenging periods.

Today, the Can Am enjoys a loyal following among collectors who value uncommon muscle cars. At classic car shows, it's not unusual for spectators to mistake one for a customized LeMans until they notice the distinctive graphics and factory-installed spoiler. Its rarity often makes it more intriguing than many higher-production muscle cars from the same decade.

Overlooked or Not—The Better The Story and Rarity—the More Collectible

The 1977 Pontiac Can Am stands as one of General Motors' most overlooked performance cars. Produced for just a single model year and limited to roughly 1,377 examples, it represents a fascinating chapter in Pontiac history. Combining eye-catching styling, dependable V8 power, and comfortable touring manners, the Can Am proved that excitement hadn't completely disappeared from American showrooms during the late 1970s.

Although its production was cut short by circumstances beyond Pontiac's control, that unexpected ending helped transform the Can Am into a true collector's item. Nearly five decades later, it remains a favorite among Pontiac enthusiasts who appreciate rare factory muscle cars with an interesting backstory. Whether admired for its striking appearance, limited production numbers, or its place in Pontiac's performance legacy, the 1977 Can Am continues to remind enthusiasts that some of the most memorable classics are the ones almost forgotten.