The Canadian-American Challenge Cup was an “unlimited” racing series co-sanctioned by the SCCA in America and the CASC in Canada. Although governed by 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—there were no regulations for dimensions, weight, materials used or size of the tires. That was all left open to the creativity of the designer.
The nickname “unlimited” came from rules allowing engines with no limitations on displacement or number of cylinders, i.e., horsepower. Essentially this was an open series for sports racing cars, 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 USA. 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 Chris Amon, Mark Donohue, George Follmer, Dan Gurney, Phil Hill, Denis Hulme, Bruce McLaren, Jackie Oliver, Peter Revson, Jody Scheckter, Jo Siffert, Jackie Stewart, and John Surtees.
Although, it was partly known as “the Bruce and Denny show” because of their five consecutive championships racing McLarens, it began as a Lola championship and ended with complete domination by Porsche’s 917/10 and 917/30 machines.
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. A premium is paid for those surviving as an original car that has been professionally restored.
1970 Ferrari 712M
The Can-Am was known as the “unlimited” series because the rules allowed large-displacement, high-horsepower engines, the most successful of which was the 7-liter Chevrolet V8. Ferrari, however, did build its own 7-liter engine, a V12, and took a shot at a few rounds of the Can-Am.
The 712 Can-Am car started life as a 512S FIA endurance sports prototype, one that had raced at Watkins Glen in 1970. The car was then modified with stronger suspension and drive line to handle the big 7-liter V12’s power. It also received an open Barchetta body. Without much development, this car appeared in the very capable hands of Mario Andretti for its debut race in 1971 at Watkins Glen, where Andretti qualified 5th, just ahead of another European newcomer, the Porsche 917/10 of Jo Siffert. Andretti finished 4th that day, but the big 7-liter Ferrari Can-Am project was subsequently shelved.
One year later, Ferrari sold the 712M to Luigi Chinetti who prepared it for its third race at Watkins Glen in 1972 with a young Jean-Pierre Jarier as its driver. Jarier finished 10th that day and later 4th at Road America. Chinetti brought out the big Ferrari one last time in 1974 for Brian Redman to drive at Watkins Glen, where he took it from last to 2nd before suspension failure caused his retirement. What might have been if this great car had received full development!
1971 Lola T260
For the 1971 Can-Am season, Lola chief engineer Bob Marston, under the direction of Lola Cars founder Eric Broadley, created the rather unconventional looking, but very quick, T260. It was powered by a big Chevrolet V8 producing over 700-hp mated to a Hewland LG gearbox. Driven by Formula One World Champion Jackie Stewart, the L&M-sponsored T260 was the only opposition to the mighty McLaren M8Fs of Denis Hulme and Peter Revson. Stewart claimed two pole positions, took two victories and ended up 3rd in the championship. Had the team enjoyed better racing luck, fewer DNFs and better front-end grip, McLaren might have truly been challenged.
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 |
