NASCAR Next: TED Talks, Barbie Dolls and Jaws: Q&A with Julia Landauer

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Julia Landauer first experienced the thrill of racing in a go-kart at the age of 10 on a “very cold November day” at Oakland Valley Race Park, a track in Cuddebackville, New York, about two hours north of her home in Manhattan.

The trek from the concrete jungle to an asphalt road course was the result of her father and mother, an anesthesiologist and a lawyer, wanting their children to have an activity to share with each other.

“They also really wanted something that girls could do against boys,” Landauer told NBC Sports. “I grew up watching Formula One and sports car racing.”

Landauer, now 25,  “loved it right away.”

“My parents liked that it meant from an early age … their young kids were given the responsibility of interacting with adults and articulating feedback and needed to deal with victories and losses,” says Landauer. “So really good life skills that everyone needs was a huge motivator for getting us into go-karts. I’m not sure they totally expected me to want to continue.”

But Landauer did continue, winning the Skip Barber Eastern Regional Series at the age of 14 and the Limited Sportsman track championship at Motor Mile Speedway in 2015. This year, after being selected to the current NASCAR Next class, she become the highest finishing female driver in NASCAR K&N Pro Series West history, placing fourth with Bill McAnally Racing.

In the middle of all that, she graduated from Stanford University, began a career in public speaking (including giving a TEDx Talk at Stanford in 2014) and got voted off the island in “Survivor: Caramoan.”

On Saturday, she won the Driver Achievement Award at NASCAR’s Night of Champions Touring Awards.

The following Q&A has been edited and condensed:

NBC Sports: In your first days of college, when you’d have those cheesy ice-breaker games to introduce yourself in class, how would the students at Stanford react to you saying you were a race car driver?

Landauer: Most people found it really, really cool. It was very different from what a lot of people were used to. Lot of people didn’t know a whole lot about racing, but once you start explaining the physical driving part and how it is very athletic, and then you describe the business side and the sponsorship space and how you create a brand and build partners and everything, I think people have a really great understanding of how it is to start up — the way I approach racing is as a startup, which is obviously huge in the Bay Area. It was a different flavor. And because I was at Stanford, we’re taught to reach for the stars and do everything we can. So the fact I want to use my degree to go NASCAR racing wasn’t all that far-fetched in terms of a global dream.

NBC Sports: What is the hardest part about public speaking?

Landauer: It’s a different type of adrenaline, but it’s still adrenaline. It’s so satisfying when you make an audience laugh. I don’t think of myself as a funny person, I don’t crack jokes but when I can make them laugh with some combination of my stage presence and what I’m saying and how I say it, that’s really cool. I think the hardest thing for me is making sure I’m providing really good value to the client. You can be a speaker and kind of give your speech over and over again. For a number of groups it will work, the same talk for different groups. But if someone wants to bring me in and they have a more unique audience or different angle they’re going for, I want to give them what’s most valuable to them. That’s better for them, that’s better for me. Pushing myself out of my comfort zone as to what I’m speaking about is big and that can be hard, and I’m definitely a harsh critique of myself and I want to make sure I’m working as hard as I should be.

NBC Sports: How did you find out you were going to be a part of this year’s NASCAR Next class?

Landauer: Sometime before May I got a call from NASCAR and they said they were excited to tell me I was a part of NASCAR Next. And it was really cool because I started working with NASCAR and understanding that I am such a great brand and personality to have in racing, I’m so different and I do a lot of stuff off track to try to amplify that. So to know that NASCAR saw that as well and that now we’d be more actively working together to really maximize the potential of the Julia NASCAR situation was just really exciting.

NBC Sports: What’s it like for you being aware that you’re an important brand?

Landauer: It’s great. Knowing that the work that I’ve done, the preparation that my family and I have done for 14 years now has value and creates excitement for other people is just fuel to the fire for making it bigger and better. It’s positive reinforcement that some capacity of what I’m doing is right and I just keeping running with it.

NBC Sports: What happened to the Formula One dream?

Landauer: It was interesting because I started in road courses, won the Skip Barber championship, did Formula BMW. Then after that I had seen that one of my competitors in go-karts – we were both at a national Skip Barber race – we (had been) pretty equal in go-karts. Then the Skip Barber race was in the rain and he just smoked everybody and I was like ‘Why the hell did he smoke everybody? He didn’t get that much better since go-karting.’ Then I found out that he had done some oval racing and so originally I wanted to make my road course skills better by going out and doing oval racing for a little bit and getting that car control.

Then once I did that I kind of fell in love with oval racing. I think now it’s still the case in terms of technically driving a race track, I like road courses better, I think there’s a lot more to them in that sense. But when it comes to racing, head-to-head competition, it’s hard to beat oval racing and just being so close to all the cars all the time, there are only four corners so everything has to be perfect. Sometime it’s frustrating because I think the car needs to be that much more perfect in oval racing than road course racing. It was just a natural progression. But part of it also goes back to understanding as someone who is not a trust fund kid who is trying to build up a brand in racing, NASCAR is definitely a bigger market in the U.S.

NBC Sports: Who were your racing idols growing up?

Landauer: Michael Schumacher was definitely a racing idol. But then after I got more into NASCAR, Mark Martin was a hero. He followed me on Twitter and I was just like ‘Best day ever’ and I was totally fangirling. Then also Paul Newman, throwing it back. He as a person is a huge hero to me. Just how he lived his life. And Lyn St. James, she’s been a mentor of mine since I was 13. These past two years we’ve been talking a whole lot more. Every one one of those has something different to offer that I aspired to.

NBC Sports: What is it like to play as yourself in “NASCAR Heat Evolution”?

Landauer: I have to admit, I actually haven’t played it yet. I have never been a big video game person but I am going to be getting over to NASCAR sooner rather than later to be able to play it. It is super cool, but if I had grown up playing video games it may have had a different effect and I’d be a little bit more urgent to go play. For me what was really cool was seeing the screenshot that someone had taken and seeing my name was right next to Bobby Labonte. I was like “wooooah! We are making it.”

NBC Sports: What’s the best Christmas gift you’ve ever gotten?

Landauer: It’s down to two things. Either the My Size Barbie I got when I was 4, that was pretty phenomenal. It was as tall as I was and you can dance with it. Either that or my junior year of college, my parents gifted me a Euro trip with my friends who were studying abroad. We went to Spain, Prague in the Czech Republic and Vienna. That would probably be better than the Barbie. When you’re 4 and you get a Barbie that’s bigger than you are, that’s pretty incredible, too.

NBC Sports: What’s the hardest you’ve ever laughed?

Landauer: I’ve definitely peed myself laughing before. It was probably Thanksgiving two years ago and just had some family friends who came over, my Godfather and his kid and stuff. I don’t know what it was, but the combination of the wine and whatever was being said, there was more than one of us that leaked a little bit and needed to run to the bathroom.

NBC Sports: If you could sit down with Danica Patrick and talk about one thing, what would it be?

Landauer: I would want to talk about the dynamic of a track. I’ve had my experiences of trying to get the respect of my team, my competitors. Just what’s that like? On the Cup level, I know what it’s like on the development series. She’s obviously a huge brand. So I’d like to know what the 360-degree view of life as a mega NASCAR star is like both on and off the track.

NBC Sports: If you were racing in the Cup Series night race at Bristol, what song would you choose to be introduced with? I’ll give you time to look.

Landauer: I have to go by my most played songs … No, those are not pump up songs at all … One second, I’m almost there … I don’t listen to music before I go racing. I don’t really listen to race music the entirety of the race weekend. That’s just such a great question … I’m a folksy kind of song listener. Like more alternative indie stuff.

NBC Sports: If it helps, the song I would probably choose is the Star Wars theme song.

Landauer: That’s great. This might be a cliché but I’m a big (fan) of the “Jaws” song. It’s just like ‘you’re about to die,’ that’s how I feel when I hear that. The creep on you (part of the song). It would be during the latter part of that song, with the instrumentation. But I’d want people to know they’re about to die … I’ve had the theme song on my iPod for a very long time. It starts off really quietly then it’s all fake big sharks and blood and everything.

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NASCAR Power Rankings: 10 historic moments in the Clash

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NASCAR’s preseason non-points race, now known as the Busch Light Clash at the Coliseum, was born in 1979 with the idea of testing the sport’s fastest drivers and cars on one of racing’s fastest tracks — Daytona International Speedway.

The concept was driver vs. driver and car vs. car. No pit stops. Twenty laps (50 miles) on the Daytona oval, with speed and drafting skills the only factors in victory.

Originally, the field was made up of pole winners from the previous Cup season. In theory, this put the “fastest” drivers in the Clash field, and it also served as incentive for teams to approach qualifying with a bit more intensity. A spot in the Clash the next season meant extra dollars in the bank.

The race has evolved in crazy directions over the years, and no more so than last year when it was moved from its forever headquarters, the Daytona track, to a purpose-built short track inside the Los Angeles Memorial Coliseum.

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Over the decades, virtually everything about the race changed in one way or another, including the race length, eligibility requirements, format, calendar dates, sponsorship and title. From 1979-2020, the race was held on Daytona’s 2.5-mile oval and served as a sort of preview piece for the Daytona 500, scheduled a week later. In 2021, it moved to Daytona’s road course before departing for the West Coast last season.

Here’s a look at 10 historic moments in the history of the Clash:

NASCAR Power Rankings

1. 2022 — Few races have been as anticipated as last year’s Clash at the Coliseum. After decades in Daytona Beach, NASCAR flipped the script in a big way and with a big gamble, putting its top drivers and cars on a tiny temporary track inside a football stadium. Joey Logano won, but that was almost a secondary fact. The race was a roaring success, opening the door for NASCAR to ponder similar projects.

2. 2008 — How would Dale Earnhardt Jr. handle his move from Dale Earnhardt Inc. to Hendrick Motorsports? The answer came quickly — in his first race. Junior led 46 of the 70 laps in winning what then was called the Budweiser Shootout, his debut for Hendrick. The biggest action occurred prior to the race in practice as Tony Stewart and Kurt Busch tangled on — and off — the track. Both were called to the NASCAR trailer, where the incident reportedly accelerated. Both received six-race probations.

3. 2012 — One of the closest finishes in the history of the Clash occurred in a race that produced a rarity — Jeff Gordon’s car on its roof. Kyle Busch and Gordon made contact in Turn 4 on lap 74, sending Gordon into the wall, into a long slide and onto his roof. A caution sent the 80-lap race into overtime. Tony Stewart had the lead on the final lap, but Kyle Busch passed him as they roared down the trioval, winning the race by .013 of a second.

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4. 1984 — A race that stands out in Ricky Rudd’s career, and not in a fun way. Neil Bonnett won the sixth Clash, but the video highlights from the day center on Rudd’s 15th-lap crash. He lost control of his car in Turn 4 and turned sideways. As Rudd’s car left the track, it lifted off the surface and began a series of flips before landing on its wheels, very badly damaged. Safety crews removed Rudd from the car. He suffered a concussion, and his eyes were swollen such that he had to have them taped open so he could race a few days later in a Daytona 500 qualifier.

5. 1980 — The second Clash was won by Dale Earnhardt, one of Daytona International Speedway’s masters. This time he won in unusual circumstances. An Automobile Racing Club of America race often shared the race day with the Clash, and that was the case in 1980. The ARCA race start was delayed by weather, however, putting NASCAR and track officials in a difficult spot with the featured Clash also on the schedule and daylight running out. Officials made the unusual decision of stopping the ARCA race to allow the Clash to run on national television. After Earnhardt collected the Clash trophy, the ARCA race concluded.

6. 1994 — Twenty-two-year-old Jeff Gordon gave a hint of what was to come in his career by winning the 1994 Clash. Gordon would score his first Cup point win later that year in the Coca-Cola 600 at Charlotte, but he also dazzled in the Clash, making a slick three-wide move off Turn 2 with two laps to go to get by Dale Earnhardt and Ernie Irvan. He held on to win the race.

7. 2006 — Upstart newcomer Denny Hamlin became the first rookie to win the Clash. Tony Stewart, Hamlin’s Joe Gibbs Racing teammate, had the lead with four laps to go, but a caution stacked the field and sent the race into overtime. Hamlin fired past Stewart, who had issues at Daytona throughout his career, on the restart and won the race.

8. 2004 — This one became the duel of the Dales. Dale Jarrett passed Dale Earnhardt on the final lap to win by .157 of a second. It was the only lap Jarrett led in the two-segment, 70-lap race.

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9. 1979 — The first Clash, designed by Anheuser-Busch to promote its Busch beer brand, drew a lot of attention because of its short length (20 laps) and its big payout ($50,000 to the winner). That paycheck looks small compared to the present, but it was a huge sum in 1979 and made the Clash one of the richest per-mile races in the world. Although the Clash field would be expanded in numerous ways over the years, the first race was limited to Cup pole winners from the previous season. Only nine drivers competed. Buddy Baker, almost always fast at Daytona, led 18 of the 20 laps and won by about a car length over Darrell Waltrip. The race took only 15 minutes.

10. 2020 — This seemed to be the Clash that nobody would win. Several huge accidents in the closing miles decimated the field. On the final restart, only six cars were in contention for the victory. Erik Jones, whose car had major front-end damage from his involvement in one of the accidents, won the race with help from Joe Gibbs Racing teammate Denny Hamlin, who was one lap down in another damaged car but drafted behind Jones to push him to the win.

 

 

 

SunnyD to sponsor Kevin Harvick in two races, Riley Herbst in Daytona 500

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Kevin Harvick has picked up a sponsor for the new season, and Riley Herbst has picked up a ride in the Daytona 500.

Stewart-Haas Racing announced Tuesday that orange drink SunnyD will be the primary sponsor for Harvick’s No. 4 Ford at Darlington Raceway (May 14) and Kansas Speedway (Sept. 10).

SunnyD also will be the sponsor for Herbst as he joins the entry list for the Daytona 500 in the No. 15 Rick Ware Racing car. The orange drink also will be an associate sponsor for Herbst in the No. 98 Xfinity car fielded by Stewart-Haas Racing in the Xfinity Series.

The 2023 season will be Harvick’s final year as a full-time Cup driver.

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The Daytona 500 will mark Herbst’s first Cup Series start. The 24-year-old native of Las Vegas has made 109 Xfinity Series starts.

“It’s great to have Riley making his first NASCAR Cup Series start with RWR and be a part of the next step in his career,” said team owner Rick Ware in a statement released by the team.

“As a kid you always dream of being able to race in the Daytona 500, and I’m able to accomplish that with Rick Ware Racing,” Herbst said. “It’s such a big event and for it to be my first Cup start will be a crazy experience.”

 

 

RFK Racing, Trackhouse Racing, Hendrick Motorsports announce sponsors

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RFK Racing, Trackhouse Racing and Hendrick Motorsports each announced primary sponsorship deals Monday.

King’s Hawaiian, which served as a primary sponsor in three races last year, returns to RFK Racing and Brad Keselowski’s No. 6 car this year. King’s Hawaiian will expand its role and be a primary sponsor for nine races. 

The first race with the sponsor will be this weekend’s Busch Light Clash at the Los Angeles Memorial Coliseum. King’s Hawaiian also will be the primary sponsor on Keselowski’s car for Atlanta (March 19), Bristol Dirt (April 9), Kansas (May 7), World Wide Technology Raceway (June 4), Sonoma (June 11), Pocono (July 23), Daytona (Aug. 26) and Martinsville (Oct. 29).

Jockey returns to sponsor the Trackhouse cars of Ross Chastain and Daniel Suarez for three races each this season with its Made in America Collection.

Jockey will be on the No. 99 car for Suarez at this weekend’s Busch Light Clash, the Bristol Dirt Race (April 9) and  Martinsville (Oct. 29).

Chastain’s No. 1 car will have Jockey as the primary sponsor at Richmond (April 2), Dover (April 30) and Michigan (Aug. 6).

Hooters returns to Hendrick Motorsports and will be the primary sponsor on the No. 9 car of Chase Elliott for the Bristol Dirt Race (April 9), the Chicago street course event (July 2) and Homestead-Miami Speedway (Oct. 22).

Toyota has ‘irons in the fire’ for expanding its lineup in NASCAR Cup Series for 2024

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DAYTONA BEACH, Fla. – Toyota Racing Development is making a renewed push to expand its lineup in the NASCAR Cup Series, and president David Wilson is optimistic about adding new teams for 2024.

“We’ve got some good irons in the fire now,” Wilson told NBC Sports last weekend at Daytona International Speedway. “What was once a very effective strategy to amass our resources across fewer cars, with the marginalization of the areas that we have to play in and the flattening out of the playing field, we definitely need some more help.”

When TRD entered NASCAR’s premier series as a fourth manufacturer 16 years ago, the target was fielding roughly a quarter of the 43-car field. But Toyota’s Cup fleet always has remained in the single digits even as NASCAR shrunk to three manufacturers and a 40-car field.

Last year, there were six full-time Camrys in Cup between Joe Gibbs Racing (four) and 23XI Racing (two). Wilson said “nine to 10 cars is probably our sweet spot with this new car.”

Over the past two years, TRD has talked to teams within NASCAR and at least two potential car owners who had yet to enter racing. Wilson declined to say if Toyota now is focused on existing or new teams but did rule out a Chevrolet or Ford anchor team such as Hendrick Motorsports or Team Penske.

“We’re talking to a lot of the incumbents,” Wilson told NBC Sports. “It’s a very dynamic time right now. If you’re a team, you want to have an association with a manufacturer. Again, even in spite of the new car, the flattening of the playing field, there’s still something about having an alliance and partnership. The good news is there’s a lot of interest. The bad news is you don’t have to worry about Penske or Hendrick.

“So what’s interesting from a fan standpoint, what’s going to continue to drive interest in our sport is the trajectory of some of the smaller organizations. The Tier 2 or 3 and how they get better. And that’s good for the sport, because as we saw last year, the number of teams that won, the number of drivers that won was historically unprecedented.”

The Next Gen made its debut in NASCAR last year with the goal of reducing costs through standardization of the chassis and parts supplied by single-source vendors while also reducing development expenses. While primarily intended to introduce a more cost-effective team business model, the Next Gen also delivered a new era of competitiveness in its inaugural season. The 2022 season tied a modern-era record with 19 race winners, and the Championship 4 breakthrough by Trackhouse Racing (with Ross Chastain) was indicative of a new crop of teams able to contend outside of the traditional powerhouses.

Wilson also believes the Next Gen should allow TRD to pursue more teams without breaking the bank.

“My budget doesn’t extrapolate with added cars, so it’s a matter of allocating the same resource across more cars and not taking away from your current effort,” Wilson said. “But again, that’s more doable now because we’re much more constrained with our wind tunnel time as an example. That’s a resource that we pay, a number of dollars per hour, and NASCAR continues to trim that back. It wouldn’t surprise me in a couple of years if there is no wind tunnel other than for body submissions purposes. They’re being very intentional and thoughtful about trying to keep coming back into areas where the team feel they have to spend or OEMs feel they have to spend.”

Manufacturer investment remains important, though, and Wilson takes some solace (while also gritting his teeth) about the impact Toyota has made in NASCAR.

After a rough debut in 2007, TRD added Joe Gibbs Racing in 2008 and also opened a technical center in Salisbury, North Carolina, that helped drive its approach of getting its teams to work closely together.

It’s been an approach adopted by Ford and Chevrolet over the past decade. Ford opened its tech center in Concord several years ago, and General Motors opened a new 130,000-square-foot performance and tech center last year (just down the road from Hendrick Motorsports headquarters) with NASCAR operations overseen by Dr. Eric Warren.

“To suggest that we don’t have areas to work in, all you have to do is look at the monstrosity that General Motors has built in Concord,” Wilson said. “I haven’t been invited to tour it yet, but I have talked to some folks that have been through, and hats off to Eric and the guys there. They’re investing significant resources. Can’t say that I’m not a little envious.

“We cut the ribbon (on the Salisbury facility) in 2008, and it seems like just yesterday. What I love about this world or what I hate about it, if you’re not constantly moving forward, you’re falling behind. I love it that our competitors are re-evaluating how they participate. Not that they’re following our lead, but when we came in the sport, we were the only ones doing it this way. Getting our hands dirty and really participating is material to the return on that investment. I’m glad that there are others doing the same thing, but it does cause us to look forward and look at what we need to do to make sure that we remain competitive.

“It’s competition. It makes all of us better, and I like that side of it. That’s a microcosm of the greater automotive industry. When Toyota came to this country, ultimately we helped the competition indirectly get better because they had something different to compete against. That’s kind of fun.”

Wilson was at Daytona International Speedway last weekend to watch Vasser Sullivan’s No. 14 Lexus finish third in the GTD Pro category of the Rolex 24 at Daytona.