Can-Am Race Car – 2019 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.

1971 Lola T260

For the 1971 Can-Am season, Lola chief engineer, Bob Marston, under the direction of Lola Co. founder, Eric Broadley, created the rather unconventional looking, but very quick T260. It was powered by a big Chevrolet V8 producing over 700 BHP mated to a Hewland LG Gearbox. Driven by Formula One world champion, Jackie Stewart, the L and M sponsored T260 was the only opposition to the might of the McLaren M8F’s of Hulme and Revson. Stewart had two pole positions, took two victories, and ended up 3^rd in the championship. Had the team had better racing luck, less DNF’s and better front end grip, McLaren might have truly been challenged.

1972 McLaren M20

After dominating the Can-Am era with 43 victories, 1972 was the last year the McLaren team built a new design and entered it in the Can-Am championship. Their last and most formidable contender was the magnificent McLaren M20 of which just three were built. Designed by Gordon Coppuck, it was a new design, quite different than the earlier M8. A coke bottle shape was created by storing fuel in the outer sections of the monocoque, which created a lower center of gravity for better handling. The radiators were now side-mounted and different wings and an aero package were created. McLaren still used the trusty Chevrolet 8-liter V-8 and Hewland gearbox. Resplendent in McLaren orange with Gulf sponsorship and blue center stripe, Denny Hulme drove the M20 to numerous victories, but finished 2^nd in the championship. It was however not quite enough to stop the Porsche 917 assault. For those McLaren lovers, the M20 is the ultimate Can-Am car.

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.