Can-Am Race Car – 2007 Market & Price Guide

The Canadian American Challenge Cup was co-sanctioned by the SCCA and CASC—it was a series nicknamed the “unlimited” series. Although there was a basic set of rules, the cars had to be two-seaters with bodywork covering the wheels, have doors, a windscreen, brake lights and various safety requirements. However, there was no regulation 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, i.e., 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, 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.

1964 Genie Mark 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.

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.

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.