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, that is, 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 Lola T310
Eric Broadley’s Lola Cars was 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, scoring several wins and taking 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 V-8 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.
1972 McLaren M20
After dominating the early Can-Am 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 a pair of victories, and finished 2nd in the championship. It was, however, not quite enough to stop the Porsche 917/10 assault. For those McLaren lovers, the M20 is the ultimate Can-Am car.
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 |
