Can-Am Race Car – 2006 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.

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 2nd 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.

1974 Shadow DN4

By 1974, the Can-Am championship was not the show it had been, what with the withdrawl of Lola, McLaren and Porsche. Don Nichols of Shadow cars, with backing from his sponsor Universal Oil products, was still determined to build a great car and win a Can-Am championship. The DN4 was penned by designer Tony Southgate. The new rules restricted fuel capacity so a smaller car was built. Southgate used the reliable Chevrolet big-block V-8 and Hewland gearbox, but on a shorter wheelbase. Stunning in the UOP colors of black and white, the cars were driven by Jackie Oliver and George Follmer. The DN4 driven by Oliver did go on to win the title.

After the championship-winning season a special match race was organized as a publicity stunt. One race pitted three DN4’s against each other, at Watkins Glen with Oliver besting Follmer and Jarier. The other match race saw the 3-liter Shadow Formula One cars take on the 8-liter Shadow Can-Am cars at Laguna Seca. Jarier and Hunt were able to win convincingly in the F1 cars after lapping Follmer and Oliver in the Can-Am cars…thus bringing an end to an era.

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.