Author: Jordan Powell Photos: Boyd Jaynes
If the Trophy-Truck class were to have a younger, prepubescent brother, it would be the 6100 class. Although it features many of the same qualities as its bigger brother, like a full tube chassis with center-mounted A-arms, its engine hasn’t been fully developed, and it can’t quite fit into its older brother’s 39-inch shoes. All kidding aside, the 6100 class has been receiving a lot of attention from many of the sport’s top teams in the recent years because of various factors. For some, a Trophy-Truck might either be too much money to purchase and maintain, or it might simply be too much speed to handle. Therefore, the 6100’s open class characteristics, combined with the restrictions of a spec sealed engine, may seem more appealing for the driver who is either ready to move up or down a class. For Steve Sourapas, the 6100 class gives his kids a chance to feel like they’re driving a truck that resembles his own race-winning Trophy-Truck, but restricts them from having all the extra horsepower that comes with it.
When Sourapas’ first 6100 was completed in the early months of 2013, it was decided that a second 6100 would allow both of his kids to race and compete in the same class. Given Mason Motorsports’ recent success in the class, Sourapas approached Neal and Robert Mason to see if they were up to building his newest ride. They jumped at that chance and produced this beautiful machine that now sits in front of your eyes.
Although Mason Motorsports has completed two other 6100s prior to this, Sourapas’ ride stands out in a different way. “Our other 6100s are more of a purpose-built truck, and they lack a lot of the finishing touches that were added to Sourapas’ truck,” explained Neal. “Steve likes to get showy with his stuff. It always has to be finished to the utmost detail. If any part on the truck was anodized any other color than black, it was stripped down to be re-anodized. So, this truck has the same attention to detail as a sand car would. Performance-wise, it’s the same as our other trucks that have won two out of four races this year.” The speeds of Class 6100 are obviously down from a Trophy-Truck with their horsepower-happy engines, but they are still a huge step up from the Trophylite that had been previously raced. While it might seem akin to throwing your children into the deep end of a swimming pool to see if they can learn to swim, both of Sourapas’ kids have shown skill behind the wheel and are eager to go faster. The 6100 class makes a perfect steppingstone to what both eye as their eventual home in Trophy-Trucks, and the Mason Motorsports truck is just an engine upgrade away from being a full-blown TT.
While the truck seen here could be considered a “steppingstone,” absolutely no corner was cut in its construction. As you look through the next few pages, you’ll understand why this work of art is considered one of Mason Motorsports’ top builds.
The only factor stopping the 6100 class machinery from being a full-blown Trophy-Truck is the engine. Per Best In The Desert regulations, engines are to be spec crate engines from Ford and General Motors, and must be sealed and tagged by Turn Key Engine Supply. For this Mason Motorsports 6100, it was decided that a 436-horsepower GM LS3 that produces 428 lb-ft of torque would suit Sourapas’ truck best. Though it is a front-engine style truck, Mason Motorsports pushed the engine and Rancho TH400 three-speed transmission as far back into the chassis as possible to create a better weight bias.
The upper and lower center-mounted A-arms are unique to Mason Motorsports, and are one of their signature designs. The beautifully crafted arms cycle through an astonishing 24 inches of travel and mount up to an equally gorgeous spindle. ProAm hubs and 14-inch rotors with Brembo four-piston monobloc calipers help the 4,500-pound machine come to a stop, while the Fox 3.5 five-tube, piggyback 14-inch stroke bypass and 2.5 14-inch stroke coilovers keep everything else in control. Slowing down that travel as it’s about to bottom out is a set of Fox 2.0 bump stops.
In the rear, a Mason Motorsports four-link design is utilized to give Sourapas’ machine the 29 inches of travel that is needed for whatever the desert might throw at it. Mounted to the beautifully constructed Mason Motorsports “Italy plates” that are seen toward the back of the cab is a set of Fox 4.0 five-tube, piggyback 16-inch stroke bypass and 2.5 remote reservoir 14-inch coilover shocks. Fox 2.5 bump stops are also incorporated into the design to slow the final inches of travel. Fixed to the massive lower trailing arms is a Tube Works four-inch housing that is joined with a Gear Works 10-inch third member with a 5.43 ring and pinion, as well as 36-spline 300M axle shafts. Capping off the housing are ProAm 3.25-inch Trophy-Truck hubs, which hold the ProAm 14-inch rotors and four-piston monobloc Brembo calipers.
Hours of work must have gone into fabricating these lower trailing arms.
As you peek into the cab, you’ll first notice the blue screens from the MoTec CDL3 and SDL3 digital displays that sit inside the custom Larry Stork aluminum dash. From there, you’ll notice the Momo steering wheel that sits to the left of the Art Carr gate shifter, and above the Cobra carbon fiber seats, which are paired with MasterCraft harnesses. For communication, the crew decided to go with a Kenwood radio and intercom by Palomar Communications.
To keep the front end lower and to ease the process of removing the engine, Mason Motorsports machined this billet bracket.
At a quick glance, you wouldn’t think that this Mason Motorsports 6100 had the same dimensions as a Trophy-Truck, but it does. With a track width of 91.5 inches, the front end looks grouchy with its Chevrolet Silverado body. When the sun is no longer around to illuminate the desert ground, Baja Design LED lights are available at the flip of a switch.
Like we said earlier, the 6100 class is pretty much fair game for anything you want to do. The only other major guideline builders have to follow is that they use a maximum tire size of 37 inches. So, a set of 37-inch BFGoodrich Baja T/As and 17-inch Method beadlocks were used to complete the build. If you like the appearance of this truck, you can thank Streight Edje, Radesigns and Tony Barraza for the paint and graphics work.
POWERTRAIN Engine: Chevrolet LS3 V8
BUILDER: Turn Key Engine Supply
MAX Horsepower: 436 horsepower
MAX Torque: 428 lb-ft
MODIFICATIONS: Sealed and spec engine per class regulations INDUCTION: Fuel injected with factory ECU TRANSMISSION: Rancho TH400 three-speed automatic
SUSPENSION Front: Mason Motorsports center-mount A-arms with 24 inches of wheel travel, Fox 3.5 five-tube bypass and 2.5 coilovers REAR: Mason Motorsports four-link with 29 inches of wheel travel, Fox 4.0 five-tube bypass and 2.5 coilovers Cooling CBR Peformance Products radiators, transmission and oil coolers WIRING James Lin BRAKES: Front: ProAm 14-inch rotors with Brembo four-piston monobloc calipers REAR: ProAm 14-inch rotors with Brembo four-piston monobloc calipers WHEELS/TIRES WHEELS: Method 17-inch beadlocks TIRES: 37-inch BFGoodrich Baja T/A
BODYWORK: Chevy Silverado designed by Mason Motorsports
INTERIOR: Larry Stork designed aluminum dash, MoTec SDL3 and CDL3 display, Kenwood race radio and intercom by Palomar Communications, Momo steering wheel, Cobra carbon fiber seats and MasterCraft harnesses CHASSIS: Mason Motorsports 6100 DIMENSIONS: Wheelbase: 124.5 inches Overall Length: 215 inches Overall Height: 71 inches Track Width: 91.5 inches Overall Weight: 4,566 lbs.