In 1955 he finished sixth in California Racing Ass’n points, and the following year he scored a win at Gardena Stadium. Hulse was front and center in the period where the CRA evolved from a roadster to a sprint car organization.
Luckily, TeBow‘s roadster could be converted to sprint car specs with a few modifications.
That was the good news. However, when in a sprint car configuration, the car was so aesthetically unpleasant that even after a Hulse victory, the pair was asked to not bring the piece back to the track.
It was an interesting time for Hulse. He would secure a license with the new United States Auto Club, but would constantly run afoul of the organization by racing with the CRA.
For example, in the odd scheduling that prevailed at the time, the first race of the 1957 CRA season was actually held on Nov. 25, 1956 at Hour Glass Field in San Diego.
Hulse prevailed on that day, besting his peers in an unusual 100-mile road race.
It was a good day for Hulse, but when the word traveled east to Indianapolis he faced another suspension. In fact, it was a time in his life when he was pulled in many directions.
Like many of his peers, he desired to compete at the Indianapolis Motor Speedway, but he also had a good job and a growing family to consider.
On top of that, as the CRA began racing further from his home it became increasingly difficult for Chuck to juggle his various commitments. Because of that reality, for a time he lacked a steady ride.
Things began to change when the epicenter of Southern California sprint car racing shifted to the new Ascot Park.
Hulse was approached by owner Hank Blum, who often toiled as an engineer for legendary constructor A.J. Watson.
Blum was in search of a driver to replace Chet Bingham, who had suffered a fatal accident in Clovis, Calif., and thought Hulse might be the guy to get the job done.
Hank‘s car was equipped with a powerful GMC engine and it fit Hulse like a glove. The 1959 CRA season would prove to be Hulse‘s breakout campaign.
What a year it was. The first nine dates were split by Parnelli Jones and Jim Hurtubise, and it appeared they would leave no room for others to triumph. Hulse finally broke this duo‘s spell with two wins at Ascot in April.
While that suggested good days were ahead, Hulse’s next move totally changed the trajectory of his career.
Racing veteran Roger McCluskey had built a new sprint car in his Arizona shop and it was sold to California‘s Morales brothers. The brothers expected their new investment to pay dividends, but for a time they were sadly disappointed.
They offered the ride to Hulse, who started the relationship with a solid fourth-place finish. Then he caught fire.
He won 11 times to close out the year and claimed the CRA championship going away.
When asked to reflect on this time handling the piece which became known as the Tamale Wagon, Hulse said, “It was just one of those cars that wouldn‘t fall apart.”
Now that he had really turned some heads, he began to ponder his chance to compete on the Championship trail and at Indianapolis.
Technically, Hulse had already made his debut, with appearances at the Pikes Peak Hill Climb at a time when the event offered points toward the national championship.
Oddly enough, his first race on the famed mountain nearly proved to be his last. It was a tale Hulse loved to share.
“I put the car over a cliff,” he said with a hearty laugh. “I was lucky. I went off near the top and landed in a ravine that tapered into a cliff. I was in about 15 feet deep and was upside down. But I couldn‘t get out because I was wedged in there.
“A bunch of college kids came sliding down to help, and they about choked me in the dirt trying to get me out. So, I got myself turned around so I could drop down into the ravine and get out of the car.”
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