Can-Am Race Car – 2018 Market & Price Guide

The Canadian American Challenge Cup was co-sanctioned by the SCCA and the CASC; it was a series nicknamed the “unlimited” series. Although there was a basic set of rules, the cars had to be twoseaters with bodywork covering the wheels, have doors, a windscreen, brake lights and various safety requirements, there was no regulation on the dimensions, minimum weight, materials used or the 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 the United States. 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 partly known as the “Bruce and Denny Show” because of their five straight years of winning championships racing McLarens, the Can-Am started 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 is important, as well as having that original car professionally restored.

Genie Mk 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 Genie’s 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.

Lola T-163

Eric Broadley’s Lola Cars of Rye, Huntingdon, England had won the inaugural1966 Can-Am Championship with the T70 Mark I Spyder and remained competitive with the Mark II and Mark III Spyders. Lola had successful teams such as Roger Penske and John Mecom, yet the McLaren effort was proving to be unbeatable. For 1969 Lola created the T163 still with an aluminum monocoque, but ran a big block, fuel-injected Chevrolet engine for increased power. Like the Lola’s before it the T163 was a beautiful, well-built car. The gearbox was the Hewland LG600 5-speed. Wheel size was increased and both small and large rear wings were tried. The build quality was good, the car looked promising and sales to various teams picked up. The Penske team ran a T163 with lightweight monocoque but it proved too flexible under stress. The T163 did finish in the top 5 many times but was not enough to overcome McLaren. It was replaced by the T220/222 series. Today, one will see the T163 competing in the Historic Can-Am series and is easily recognized by its smooth flowing lines. It represents a good value for performance and has historic eligibility with many race groups.

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.