The Canadian American Challenge Cup was co-sanctioned by the SCCA and CASC, and quickly became known as the “unlimited” series. Although there was a basic set of rules, the cars only had to be two-seaters with bodywork covering the wheels, have doors, a windscreen, brake lights, and various safety requirements. There were, however, no regulations on the car’s 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, that is, unlimited 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 such drivers as Amon, Donohue, Follmer, Gurney, Hill, Hall, Hulme, McLaren, Oliver, Revson, Scheckter, Siffert, Stewart, and Surtees.
Although, it was partly known as the “Bruce and Denny Show” because of their five straight years of winning championships racing McLaren Can-Am cars, it 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.
1970 Ferrari 712M Can-Am
The Can-Am was also known as the “unlimited” series, since the rules allowed such large, high BHP engines, the most successful of which was the 7-liter Chevrolet V-8. Ferrari, however, did build its own 7-liter engine, a V-12, and took a shot at a few rounds of the Can-Am. The 712 Can-Am car started life as a 512S FIA endurance sports prototype, one that had raced at Watkins Glen in 1970. The car was then modified with stronger suspension and drive line to handle the power of the big 7-liter V-12 engine. It also received an open Barchetta body. Without much development, this car appeared in the very capable hands of Mario Andretti for its debut race in 1971 at Watkins Glen, where Andretti managed to qualify 5th, just ahead of another European newcomer, the Porsche 917/10. Andretti finished in 4th place that day; but the big 7-liter Ferrari Can-Am project was shelved.
One year later, Ferrari sold the 712M to Luigi Chinetti who prepared it for its third race at Watkins Glen in 1972 with a young Jean-Pierre Jarier as driver. Jarier finished 10th that day and later took 4th at Road America. Chinetti brought out the big Ferrari one last time in 1974 for Brian Redman to drive at the Watkins Glen round of the Can-Am, where he raced it from last to 2nd before suspension failure caused his retirement. Oh what might have been if this great car had received full development!
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 V-8. The M1A was an open two-seat sports racing car with an alloy Oldsmobile 3.5-liter V-8. 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, as a facility to build and sell McLarens to their customers. It was first raced in September of 1965 at Mosport’s Canadian Grand Prix for Sports Cars. These early cars were badged McLaren-Elvas, 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.
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 |
