The Canadian-American Challenge Cup was co-sanctioned by the SCCA and CASC; it was a series nicknamed the “unlimited” series. Although there was a basic set of rules, the cars had to be two-seaters with bodywork covering the wheels, have doors, a windscreen, brake lights and various safety requirements, there was no regulation on the cars’ dimensions, minimum weight, materials used or size of the tires. This was all open to the creativity of the designer.
The nickname “unlimited” came from the regulations allowing engines of unlimited displacement and number of cylinders, i.e., horsepower. Essentially this was the open sports racing car series, and it became a hotbed of new technology and racing car design.
It took place from 1966 until 1974 with races in Canada and America. At its peak it was a 10-race series, and cars from BRM, Chaparral, Ferrari, Lola, March, McLaren, Porsche and Shadow were driven by drivers such as Amon, Donohue, Follmer, Gurney, Hill, Hulme, McLaren, Oliver, Revson, Scheckter, Siffert, Stewart and Surtees.
Although it was partly known as “The Bruce and Denny Show” because of their five consecutive seasonss of winning championships racing McLarens. It began with a Lola championship and ended with complete domination by Porsche with the 917/10, and 917/30.
Today there is a historic Can-Am group, which organizes races across the country, including some very popular Can-Am reunion events.
The value of these cars today is determined largely by their provenance, whether a team car or a private car, the race history and the condition. Surviving as an original car and having that original car professionally restored are crucial.
1964 Genie Mark 10
There is no better way to describe the humble, yet creative, roots of the Can-Am than Joe Huffaker’s Genie Mark 10. Huffaker Engineering of San Francisco, the BMC (British Motor Corporation) distributor at that time, was well known for drag racing, single-seater, Formula Junior and Indianapolis cars. In 1963, Huffaker’s open, two-seater sports racing car, the Genie Mark 8, was designed to use a small V8. This spaceframe design, with alloy panels and fiberglass body, was an aggressive looking car. Huffaker built his own transaxle with a magnesium casing and Corvette internal gears to handle the torque of the V8. This car evolved into the Mark 10 with improved brakes, hub carriers, wider wheels, etc. The Mark 10 started racing in the USRRC and other categories; but, when the Can-Am started in 1966, several Genies showed up to compete. They, of course, were modified over time to try and remain competitive. Such were the early days of the Can-Am. The Genie Mark 8 and 10 are a true part of American racing history.
1965 McLaren M1B
Bruce McLaren Motor Racing was founded in 1963 by New Zealander Bruce McLaren. McLaren had a group of extremely talented individuals, including Tyler Alexander and Wally Willmot. Together they decided that their first car would be a sports car powered by an American V8. The M1A was an open two-seat sports racing car with an alloy Oldsmobile 3.5-liter V8. This car would evolve into the M1B, which had its body penned by artist Michael Turner, engines built by Traco and the brilliance of mechanic Wally Wilmot to engineer it. McLaren purchased the Elva car company in Rye, Sussex, so they had a facility to build and sell McLarens to their customers. It was first raced in September of 1965 at the Mosport Canadian Grand Prix for Sports Cars. These early cars were badged Elva McLarens, and the customer arm was called Trojan. Twenty-eight examples of the M1B were built.
McLaren team cars were driven by Bruce McLaren and Chris Amon and raced both in England and America.
It is of interest that these sports cars powered by the American V8 ultimately evolved into the Can-Am car. In 1966, the M1B was raced in the Can-Am series. By 1967, McLaren had built the M6A and was off and racing with the unbeatable orange Team McLaren cars. M1A–M1B series cars are part of sports car history and highly sought after today.
Criteria Used For Assessing Valuations for this Guide:
- Degree of Originality
- Overall Condition, Restoration
- Technology, Design, Coachbuilder
- Production Numbers/Rarity
- Competition History
- Ownership History, Documentation
- Modern Event Eligibility
Regional Variances
The prices stated in this guide are based on U.S. values. The values of historic racing cars can vary as much as 25%-35% in other countries, depending on local market appeal, currency rates, import duties, and VAT. Most of the time, we are able to document known sales or closed escrows, as they say in real estate. When this is not possible, a logical estimate of the car’s value is given, based on its sales history and relationship to cars of its type.
The prices stated in this guide are based on U.S. values. The values of historic racing cars can vary as much as 25%-35% in other countries, depending on local market appeal, currency rates, import duties, and VAT.
LEVEL | VALUATION CATEGORIES |
|---|---|
I | The best combination of all criteria. |
II | Satisfies mid-range of criteria. |
III | In need of restoration. Meets only a few points of criteria |
