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.
| Make | Model | Acceptance | Level III | Level II | Level I |
| BRM | P154 | 4 | $200,000 | $275,000 | $325,000 |
| Caldwell | D7 | 4 | $75,000 | $100,000 | $125,000 |
| Ferrari | 612P | 4 | $6,000,000 | $7,000,000 | $8,000,000 |
| 712M | 4 | $8,000,000 | $9,000,000 | $10,000,000 | |
| Genie | Mk8, 10 | 4 | $75,000 | $100,000 | $125,000 |
| Lola | T70/Mk1 | 4 | $300,000 | $400,000 | $475,000 |
| T70/Mk2 | 4 | $300,000 | $400,000 | $475,000 | |
| T70/Mk3 | 4 | $300,000 | $400,000 | $500,000 | |
| T160 | 4 | $150,000 | $175,000 | $200,000 | |
| T162/163 | 4 | $200,000 | $225,000 | $250,000 | |
| T220 | 4 | $200,000 | $225,000 | $275,000 | |
| T260 | 4 | $250,000 | $275,000 | $375,000 | |
| T310 | 4 | $225,000 | $275,000 | $350,000 | |
| March | 707 | 4 | $200,000 | $250,000 | $300,000 |
| Matich | 4 | $100,000 | $125,000 | $175,000 | |
| McKee | 4 | $100,000 | $125,000 | $175,000 | |
| McLaren | M1A | 4 | $200,000 | $250,000 | $275,000 |
| M1B/C | 4 | $225,000 | $275,000 | $300,000 | |
| M6A Team Car | 4 | $800,000 | $900,000 | $1,000,000 | |
| M6B | 4 | $300,000 | $350,000 | $400,000 | |
| M8A Team Car | 4 | $1,400,000 | $1,500,000 | $1,600,000 | |
| M8B Team Car | 4 | $1,800,000 | $1,900,000 | $2,000,000 | |
| M8D | 4 | $300,000 | $350,000 | $425,000 | |
| M8E | 4 | $300,000 | $350,000 | $425,000 | |
| M8F Trojan | 4 | $400,000 | $500,000 | $600,000 | |
| M8F Team Car | 4 | $2,200,000 | $2,300,000 | $2,500,000 | |
| M20 | 4 | $1,800,000 | $1,900,000 | $2,000,000 | |
| Porsche | 917PA | 4 | $3,500,000 | $4,000,000 | $5,000,000 |
| 917/10 | 4 | $6,000,000 | $7,000,000 | $8,000,000 | |
| 917/30 | 4 | $10,000,000 | $13,000,000 | $15,000,000 | |
| Shadow | Mk I | 4 | $200,000 | $225,000 | $275,000 |
| Mk II | 4 | $225,000 | $275,000 | $325,000 | |
| Mk III | 4 | $275,000 | $325,000 | $375,000 | |
| DN2 | 4 | $275,000 | $325,000 | $375,000 | |
| DN4 | 4 | $375,000 | $475,000 | $600,000 |
Shadow Mark 1
The new Can-Am racing series (1966- 1974) was known for having almost open regulations, which promoted designs that had raw power and performance pushing the limits of physics. Don Nichols’ (AVS), Advanced Vehicle Systems in California, commissioned Trevor Harris to design a very innovative car for the Can-Am series. It was to be the first Shadow Can-Am racing car, the Mark I.
Harris’ idea was to build a racecar that was small, light and as low as possible, powered by a big block V8 engine—the Shadow Mark I. Much of the Mark 1’s design was driven by minimizing the frontal area. In fact, it had such a low frontal area that Firestone had to make special 10-inch front and 12-inch rear tires. Because the car was so low, a special front suspension was designed. With small wheels came small brakes, so brake cooling fans were also added on the front wheels, and additional air brakes with flaps were added to slow the car. The rear inboard brakes were as big as could fit. The clutch was operated by hand, so there were only two foot pedals for the brake and gas. To keep this profile low, the driver seat was in a laydown position. First designed without a rear wing, it eventually got a large rear wing. Drivers were Parnelli Jones and George Follmer, and testing was done at Riverside and Laguna Seca.
Such a unique innovative design from an era of speed, noise and competition, the Mark I is instantly recognizable.
1970 March 707
March Cars was formed in 1969 and was to become well known for producing a variety of successful single-seater racing cars in all classes, from Formula Ford up to Formula One. Founders Max Mosely, Alan Rees, Graham Coaker and Robin Herd were an ambitious and talented group. For the 1970 season, designer Robin Herd penned the 707, destined for the Can-Am series. Herd, formerly from McLaren where he worked on the winning M6A, knew the task before him. The 707 had a large, sturdy aluminum monocoque. It was powered by a sevenliter Chevrolet V8 with fuel injection, and had a sturdy Hewland gearbox. In its early shape it had a “Hammer Head” front wing and a large full-width single rear wing. March entered the 707 for the last three races of the 1970 Can-Am season with New Zealander Chris Amon to drive. At Donnybrooke, Amon qualified a strong 3rd, finishing 5th; while at both Laguna Seca and Riverside it finished 4th.
All felt that with some development the 707 could improve into a contender, but luckily for the other competition, March did not continue on in the Can-Am series the next season. One other car was made and sold for Helmut Kelleners to drive in the Interseries. Both cars can be seen today racing somewhere in the world, making noise, looking ferocious and going fast.
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 |
