The Can-Am (Canadian-American Challenge Cup) series stands as a monument to a golden era of motorsport, celebrated for its unrestricted regulations and breathtaking displays of speed and innovation. From its inception in 1966, the series quickly captured the imagination of racing enthusiasts worldwide, attracting top drivers and manufacturers eager to push the boundaries of racing technology.
The inaugural Can-Am season in 1966 witnessed John Surtees emerge as champion. Driving a Lola, Surtees showcased his skill by winning three races, setting the stage for what would become a legendary racing spectacle. However, the following year marked the beginning of an era of dominance by McLaren.
McLaren’s Reign: Years of Unmatched Performance
In 1967, McLaren unleashed the M6A, a racing machine that would redefine the Can-Am landscape. Powered by a potent small-block Chevy V8 engine producing over 520 horsepower, the M6A proved to be virtually unbeatable. Bruce McLaren himself piloted the M6A to a dominant championship victory, initiating a four-year period of McLaren supremacy.
The McLaren team’s success continued with Dennise Hulme securing championships in 1968 and 1970, while Bruce McLaren added another title to his name in 1969. By 1968, the technological arms race intensified, with most competitors adopting all-aluminum big-block Chevrolet engines, pushing power outputs beyond 620 horsepower.
The lure of substantial prize money drew manufacturers from various racing disciplines into the Can-Am arena. Notably, Ferrari entered the fray with their 612P. Equipped with a V12 engine in 6.2 and 6.9-liter configurations, the Ferrari 612P demonstrated impressive speed but lacked the refined engineering of some of its rivals, preventing it from consistently challenging for the top spot.
Porsche also joined the competition with the 917/10, a car specifically engineered for the Group 7 regulations governing American Can-Am racing. While sharing similarities with other Porsche 917 models, the 917/10 incorporated even lighter materials and a larger fuel tank for the longer Can-Am races. In its debut season, the naturally aspirated 12-cylinder engine of the 917/10 proved insufficient to consistently contend for victories.
The Lola T220 emerged as a strong competitor, offering the most significant challenge to the McLaren stronghold. Despite its competitiveness, Lola could not break McLaren’s streak, and McLaren continued their championship reign for an impressive five consecutive years, showcasing their engineering prowess and racing expertise.
The Turbocharged Porsche Era and Shifting Dynamics
The 1972 season saw Mark Donohue and George Follmer taking the reins of the Porsche effort. A significant turning point arrived in 1973 with the introduction of the Porsche 917/30. This iteration was a technological marvel, featuring a 5.4-liter, 12-cylinder engine augmented with twin-turbochargers. The result was an astonishing power output ranging from 1100 to 1500 horsepower, making it one of the most powerful racing cars of its time.
The Porsche 917/30 was exclusively available to Team Penske driver Mark Donohue, and it proceeded to dominate the 1973 Can-Am series. Donohue clinched the championship, underscoring the transformative impact of turbocharging in Can-Am racing.
However, the very dominance of the Porsche 917/30 contributed to a decline in fan interest. The lack of close competition led to the banning of the 917/30 in 1974. New regulations were implemented, including limitations on fuel capacity, aiming to level the playing field and revitalize competition.
This regulatory shift brought Chevrolet-powered cars back into contention. Jackie Oliver and George Follmer, driving the Shadow DN4, emerged as the frontrunners in the 1974 season. Other manufacturers, relying on older machinery, struggled to keep pace with the rapidly evolving technology and the pace set by the Shadow team.
The Demise and Rebirth of Can-Am
1974 marked the final season of the original Can-Am series. A confluence of factors contributed to its demise. North America was grappling with a recession and an escalating oil crisis. The escalating costs associated with developing and maintaining competitive Can-Am cars became unsustainable. Public interest waned as competition diminished, leading to a withdrawal of crucial sponsorship.
In 1977, the Sports Car Club of America (SCCA) attempted to revive the Can-Am series. The revised format permitted Formula A/5000 cars to participate. While this new iteration provided a racing platform, it failed to recapture the widespread popularity of the original series and had a limited lifespan.
The single-seater Formula 5000 series briefly rose to prominence as the leading road-racing series in North America. Many drivers and teams transitioned from Can-Am to Formula 5000. However, Formula 5000’s reign was also short-lived.
A second generation of Can-Am emerged, fundamentally different from its predecessor. Initially based on converted Formula 5000 cars fitted with closed-wheel bodywork, it also incorporated a two-liter class utilizing Formula Two chassis. This second Can-Am iteration gradually faded as the popularity of IMSA and CART racing surged in the early 1980s, finally ceasing operations in 1987.
Can-Am’s Enduring Legacy
Despite its periods of dormancy, the spirit of Can-Am racing endures. Today, a vibrant historic Can-Am racing group organizes events across the United States, including highly anticipated Can-Am reunion gatherings. These events celebrate the spectacular cars and thrilling racing that defined the original Can-Am series, ensuring that the legacy of Can-Am series cars continues to captivate motorsport enthusiasts.
Learn More: Ultimate Can-Am Racing Guide
