Planning, not effort, was the problem

SAN JOSE, Calif. -- Champ Car's inaugural Taylor Woodrow Grand Prix of San Jose weekend got off to a shaky start, but by Friday evening, many of the problems had been forgotten by more than 40,000 patient fans on hand.

Track activity was scheduled to start at 7:45 a.m. local time, but to put it politely, the new 1.448-mile street course in the heart of downtown
San Jose just wasn't ready. The first support series finally took to
the track at high noon, followed at 1:40 p.m. by the headlining Champ
Car World Series. To its credit, Champ Car and San Jose GP organizers
quickly issued a revised schedule and accepted blame for the
tardiness of on-track activity.

"I've been involved in enough Silicon Valley startups to know that
things go wrong," said Kevin Kalkhoven, who in his former life prior
to taking a controlling interest in Champ Car was the CEO of San Jose-
based JDS Uniphase. "It's best to be honest and get it out early.

"[The organizers] tried their darndest to minimize the impact on the
stakeholders here in San Jose," Kalkhoven added. "They probably got
it wrong by a day. It's as simple as that."

"Quite a few people worked all night," added San Jose GP general
manager Bob Singleton, who coordinated Champ Car's Molson Indy
Toronto race for more than 15 years. "When you do a first-year event,
you're not always right. It took a little longer to get the track
together than it should have, longer than we thought it would. We'll
start a little earlier next year."

At the appointed starting time, some work crews were frantically
erecting walls and fences to create the tight chicane that serves as
the first turn of the San Jose course, while others were doing
concrete work trying to make the four sets of VTA light rail tracks
that the circuit crosses as smooth as possible.

Even at that early hour, fans began filing in. "I got to the track
at 7 o'clock this morning and I couldn't believe how many people
there were," said Oriol Servia of Newman/Haas Racing. "Well, half of
them were workers."

The delay gave the Champ Car drivers all morning to ponder things
like a funneling 155-mph chicane to kick off the lap, an astounding
lack of runoff area at the end of the main straight, where the cars
slow from 170 mph to 30 mph for a tight hairpin, and the absurdly
narrow run up the short chute from turn 4 through another single
car-width chicane leading onto the back straight.

The drivers didn't stage any sort of an organized protest
about the track's safety shortcomings, but they did use respected
veteran Jimmy Vasser to communicate their concerns to series
management. Changes are expected overnight.

"We do listen to them and make as many changes as are practical,"
noted Kalkhoven. "But in the final analysis, get in and drive, guys.
You're all on the same track."

Championship leader Sebastien Bourdais was reportedly one of the less
happy drivers upon seeing the circuit. But he publicly took the high
road and focused on the positives.

"The guy who is going to look best coming out of this weekend is the
guy who stops complaining and starts working on his car," said the
Frenchman. "There is no point to criticize the circuit. It certainly
isn't perfect but they worked very hard to make it happen. The crowd
is good and people are excited about the race and that's what matters.

"Plenty of things about the track can and will be fixed," he added.
"The organizers will take care of that. We just have to go out and
put on a show for the fans."

The biggest trouble spot is the first chicane, which was intended to
be wider and slower than the layout that finally emerged Friday
morning. Given that most of the drivers were negotiating it without
lifting -- even though it traverses two sets of light rail tracks --
further modifications are likely to be introduced on Saturday.

"It's still flat and we're doing 155 mph through that small opening,"
Bourdais noted. "They might as well just make it bigger."

Then there is the hairpin, which is the same radius as the tight
right-hander that traditionally ends the lap at Long Beach and is the
tightest corner the drivers face all year long. But there is a
significant difference at San Jose.

"At Long Beach, you approach the hairpin in third gear, whereas here
you come in at top speed," Bourdais observed. "The problem is that you
go in there pretty well out of control. It's quite a challenge,
especially when you come in with all four wheels locked up, and I
think it's going to banzai corner in the race. I'm quite afraid of

If anything, the new circuit did a good job of somewhat shaking up
the established order. OK, Newman/Haas ran 1-2, but rookie Timo Glock was third on Friday for the struggling Rocketsports team, sophomore
teenager Nelson Philippe ran fourth for Mi-Jack/Conquest Racing, and
rookie Ronnie Bremer ran P7 for Dale Coyne Racing.

"The track has so many bumps it's hard to find the right line on the
straights," said Glock, a 23-year-old German who ran a handful of
Formula 1 races in 2004 for the Jordan team. "I have to learn a new
track every weekend, so it's nice that everyone else has to here as
well. I think that worked to our advantage at Edmonton where we had a
good race."

John Oreovicz covers open-wheel racing for National Speed Sport News and ESPN.com.