Can-Am Race Car – 2005 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 cars 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 U.S., 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.

1965 Lola T70 Spyder

Eric Broadley’s Lola Cars Ltd designed the T70 for the two-seater sports racing car category. Following the trend of using American V-8’s in light racing cars, the Mark I T70 was first introduced at the January 1965 London Motor show. When the first Can-Am season started in 1966, the Mark II T70 was the perfect entry. It had a light, but sturdy aluminum monocoque and a strong Hewland LG500 gearbox mated to a powerful small block Chevrolet V-8. The T70 was a beautiful car with open spyder bodywork and handled quite well. It had considerable success racing in England, and in John Surtees’ capable hands, it won three times in the Can-Am and took the first title. The T70 Spyder was also made in Mark III form and driven by many greats such as Mark Donohue, Dan Gurney, Denny Hulme, and Brian Redman.

1967 McLaren M6A

The M6A was the car that started the McLaren Can-Am dynasty of race-winning cars driven by founder Bruce McLaren and fellow Kiwi Denis Hulme. The M6A was designed by a young Robin Herd and Gordon Coppuck, who both went on to design successful Grand Prix cars. It was based on the monocoque chassis technology of the M5A Formula One car. The McLaren company was immediately successful with this new design. It was first powered by a specially-built fuel-injected Chevrolet small-block V-8 mated to a sturdy LG 600 five-speed Hewland gearbox. For rubber, Goodyear produced a new wider tire for the M6A’s 15” magnesium wheels. The M6A was loved for its excellent handling, balance and maneuverability. Of the six races it raced in during the 1967 season, it started from pole position five times, won five races and finished 1-2 twice and had six fastest race laps. These fantastic results brought Bruce McLaren the 1967 Can-Am Championship. Later, some of the M6B customer cars in 1968 used big block 427 Chevrolet V-8 engines and also enjoyed much success. Think of the accomplishments of a fledgling McLaren team on a budget when its drivers were also competing in the F1 World Championship, which teammate Denis Hulme won in 1967 driving a Brabham. Certainly not something that is done today. Today these cars are very popular for all the same reasons they were successful nearly 40 years ago.

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.