Plenty of classic American muscle cars compete at Gatebil, often in the Extreme Time Attack series. But one that also drifts and can be street-driven too? Naturally, I had to take a closer look.
This wide-body 1969 Chevrolet Nova ‘GTR,’ built by Andreas Solli, was one of the standout cars at Gatebil’s 2024 Main Event at Rudskogen Motorsenter in Norway. Amidst the signature smoke and chaos of the event, the Nova felt like a breath of fresh air.
Andreas, a muscle car enthusiast and workshop manager for a driveshaft shop in Oslo, acquired the Nova in 2014 and has worked on it every winter since.
What began as a Nova base model with an inline six-cylinder engine has evolved into something amazing, featuring a custom aero kit largely crafted in Andreas’s home garage. The front splitter, air dam, side skirts, and rear diffuser are all his handiwork.
The massive 1,810mm-wide carbon fiber wing sourced from a British Stealth B6 GT1 racer is mounted with custom brackets, and it’s not just for show. This Nova truly does it all, including time attack. Completing the exterior is a custom bonnet.
Andreas runs two wheel/tire setups: for time attack events, 18×10.5-inch and 18×11-inch GS Performance 2002R wheels fitted with Yokohama A40 (soft) slicks, and for drifting, the same wheels but in 18×9.5-inch, wrapped in 265/35R18 Sailun Atrezzo R01 rubber.
Stopping power comes from a Chevrolet Corvette disk and caliper setup at the front and BAER brakes in the rear.
The stance is set by QA1 coilovers on both ends. The front subframe has been upgraded to a Corvette C6 unit; the rear boasts a custom 3-link configuration with a Watt’s linkage.
Inside, the dashboard is the only original Nova piece remaining, now housing a single Ecumaster ADU 7-inch display. The interior also features Sparco Circuit bucket seats, QSP 6-point racing harnesses, and an FIA-approved roll cage.
The carbon fiber center console, a unique creation by Zyrus Engineering for the Zyrus LP1200 Lamborghini Huracán includes a billet DCT sequential shifter tailored for drifting.
For hot laps, Andreas switches to an OMP steering wheel with a custom loadout that features an Ecumaster CANBUS card. The wheel has eight-position switches for adjusting power levels (boost) and traction control, plus dedicated buttons for rolling launch control and scramble boost.
Andreas can also navigate through different screens on his dash logger. The start/stop button is a modern touch, allowing the engine to fire up and power off with a single push.
Under the Nova’s hood is an aluminum 5.3-liter LH6 V8, which Andreas selected for its robust block and thick cylinder walls.
Two Precision Turbo 6266 turbochargers with v-band turbine housings and HPO Motorsport 44mm wastegates are mostly hidden from sight. Cooling is handled by an intercooler that Andreas and his friend Einar built, plus a Hurricane radiator and a Setrab oil cooler.
In track mode, at 1.6 bar (23.2psi) of boost and revved to 7,000 rpm, the Nova churns out around 1,000hp. Torque, meanwhile, peaks at 1,400Nm. Andreas also has a street turbo setup he can swap over to if required.
Power is transmitted via a BMW E92 M3 dual-clutch 7-speed transmission, controlled by a DKGECU transmission module from Sweden. Although it lacks auto-clutch engagement and no-lift shifting, Andreas can clutch kick during drifting.
As mentioned, the Nova can easily be switched to a street-legal specification, and it sees daily use during the summer. Andreas even took it on a 10,000-kilometer road trip from Norway to Spain.
He isn’t finished yet either; a better suspension system and additional weight-reducing modifications are on the horizon. I can’t wait to see Andreas and his Nova tear up Rudskogen Motorsenter at Gatebil’s Main Event next year.
Alen Haseta
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