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 |
1972 Lola T310
Eric Broadley’s Lola cars were famous for its single-seater and sports racing cars. In 1965, it built the T70 Spyder, which in the hands of John Surtees, won the inaugural 1966 Can-Am championship. Lola went on to build a variety of models: the T160, T162, T163, T220, T222 and T260 which all took part in the Can-Am. The 1971 season was a good one for Lola, with Jackie Stewart driving the T260 bringing about several wins and a 3rd in the championship. For 1972, Lola’s ultimate weapon was to be the T310 which was longer, lower, wider and aerodynamically superior with a low flat nose and redesigned wings developed using a wind tunnel. It was powered by a big block Chevrolet V8 mated to a Hewland gearbox. This menacing car was driven by David Hobbs. Unfortunately, it was a project that was started late and did not get enough development to realize its full potential. Hobb’s best finish was a 4th place.
1970 BRM P154
British Racing Motors (BRM) was founded just after WWII by Raymond Mays, builder of the ERA. He and Peter Berthon wanted to build an all-British Grand Prix car with backing by the British motor industry. The team was soon taken over by Sir Alfred Owen and managed by Mays and Berthon from 1954 to 1970. BRM won the Formula One World Championship in 1962 and finished 2nd in 1964 with Graham Hill. In 1970 BRM ventured into the Can-Am series with the P154. Two cars were built. This Tony Southgate design was driven by George Eaton and Pedro Rodriguez. The two best finishes were a 3rd at St. Jovite, Mont Tremblant, with Eaton driving early in the season, and a 3rd at the L.A. Times Grand Prix, Riverside, with Rodriguez driving at the end of the season. It was Chevrolet V8-powered with a big Hewland gearbox. BRM did build a 1971 car, the P167, with improved aerodynamics, which was driven by Redman and Rodriguez. BRM soon stopped the Can-Am program and chose to focus on its Grand Prix efforts. One of the P154 was lost at sea in a shipping accident, so only one remains. It is raced at historic events with great success.
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 |
