CHW Industries does not yet benefit from a sea of technicians and a NASA-like test program. For that reason, Waterman sends his cars out the door only with the simplest parts that have, in other applications, proven themselves as reliable as an anvil. He talks of solid state controllers and NiCad batteries, but always with the preface that they are far in the future.

Today is most important to Waterman. He sees CHW Industries as an infantile effort to offer electric cars during the interim period before they become genuine consumer disposables. He's convinced that some sprawling corporation like General Motors or Westinghouse will one day roll an electric car off the assembly line, probably within ten years. When that happens, Waterman's miniature effort will either be blown off the map by mega-buck progress or soaked up into the spongy comfort of capital mergers. If he pumps a few hundred cars onto the road before that day of reckoning, Waterman will at least have a very firm base of negotiation.

Right now, there are 23 customer cars whining down the road with a CHW decal on their door sills. Seven dealers are on hand to do business, all located in the Northeast U.S., close to Waterman and his Athol, Massachusettsᵂ factory. The bulk of inquiries flow in from pollution-conscious California, but as of yet, a remote assembly point is not justified. Instead, Waterman feels his influence must grow gradually until there are 100 satisfied customers to refer to. He's recently cut the price by $875 (his profit) just to encourage a quicker flow out the door and into his net receivable's column. Now you can buy his Model 906, converted from a Datsun 1200 sedan, for $3995, complete with portable charger.
Waterman seriously believes there has to be a few thousand atypical individuals in the U.S. who would trade in their gasoline credit cards for a utility bill. Electric cars are certainly on the lips of the vociferous ecological alarmists. As a result, energy awareness has penetrated every household, so the time is ripe for a virtuous alternative. But Energy Crisis considerations alone will not sell the car. Waterman knows that, in the foreseeable future, at least, his customers must have electricity instead of blood flowing through their veins.

During acceleration testing, we made repeated flat-out runs, which kept the ammeter constantly pegged. As a result, the batteries were completely discharged after only 26 miles. In terms of the CHW Electric's acceleration ability, a fully loaded VW bus pulling a trailer would see like a funny car in comparison. Form rest, a quarter-mile will use 29 seconds of your life and by the ened you'll be traveling a leisurely 42 miles per hour. Chandler Waterman does claim to have passed school girl on a tricycle one, but there's not a speck of substantiation. Top speed depends heavily on the batteries' charge, but the CHW Electric easily held 45 mph for a few miles during testing.


The throttle cable controls a simple four-position switch

The ride is choppy at best, not even as good as the original Datsun 1200. With nine batteries up front and eight batteries in the trunk, the car now weights 2450 lbs., compared with an original weight of 1700 lbs. To transport that extra load, Waterman blows up the original tires to 32 psi and adds an additional leaf in the rear springs. Still, the car rides 1.5 inches lower with an equal loss in the suspension's jounce travel. A Conestoga wagon would be more comfortable on New York streets and the CHW Electric is best relegated to the smooth, paved avenues of suburbia.

To estimate the direct operating expenses, we drove the CHW Electric after a fresh charge of 15 miles at a typical commuter's pace. Afterwards, the complete recharge took 4.88 kilowatt hours of electricity. Utility rates vary substantially across the United States, but in Massachusetts, they are set at 2.3¢ per kilowatt hours. That 15-mile trip amounted to a direct expense of 11.2¢ or 0.75¢ per mile. At the other extreme, the severe operation during acceleration testing cost only 0.95¢ per mile.

Batteries are guaranteed by the manufacturer for one year. But with conscientious use, their normal life is 500 discharge-charge cycles. Even with daily travel, batteries last at least two years but cost a whopping $500 to replace. That only adds 2.0¢ per mile to operating expenses. As an offsetting advantage, the electrical system is essentially maintenance-free. And Chandler Waterman has relieved the car of the fuel, cooling and exhaust systems which are normally the earliest and most frequent areas of mechanical failure.

For those who must have more range, Waterman offers an extra pack of eight batteries. The maximum at your disposal then goes from 50 to 75 miles, but recharge time also increases from eight to 12 hours. In either case, the car comes with a charger you can carry in the trunk and plug into any twenty amp, 110 volt household outlet. It also charges the original Datsun battery which powers the lights, wipers and other accessories. For interior heat, there is a resistance element in place of the standard heater core.

The casual observer would never detect the electric nature of the CHW without a ride or look under the hood. The interior still accommodates four just as comfortably as Datsun originally planned, but only half the trunk space remains. The instrument panel and all controls are intact except for the two extra gauges and a lockout for fourth gear in the transmission. Above 50 mph, the battery drain from wind resistance is so high that top gear is simply not practical.