The AMC Amitron was an experimental electric subcompact car built in 1967 by American Motors Corporation (AMC) and Gulton Industries. It included many advanced features, including regenerative braking and advanced battery designs, to provide a range on a single charge. Development ended because of technology issues and the high cost of batteries. In 1977, the prototype was updated and renamed Electron to become one of the automaker's "Concept 80" show cars. American Motors' small concept car was "meant to be a prediction of future subcompact commuter cars." It introduced technologies that included a revolutionary braking system that took 50 years to become common in the automotive industry. Design Impetus Development of the Amitron was prompted by three bills passed by the 89th United States Congress, described collectively as the "Electric Vehicle Development Act of 1966", as well as a fourth bill that amended the Clean Air Act of 1963. The legislation provided funding for electric car research in response to the rapidly decreasing air quality caused by automobile emissions. Development of electric vehicles was undertaken by the domestic big three automobile manufacturers, as well as AMC. Electrically powered cars were also seen as a way for the U.S. to reduce its reliance on "expensive, undependable oil imports." Powertrain American Motors entered into a partnership with Gulton Industries of Metuchen, New Jersey (acquired by Mark IV Industries in 1986) to develop the battery and power handling electronics for the car. Their entry into the electric car market was significantly more advanced than other developments, including two types of batteries for fast and slow power release and charging, as well as regenerative brakes to help extend range. The primary power source consisted of two lithium-nickel-fluoride batteries rated at 150 watt-hours per lb, or 331 watt-hours per kg, with a total capacity of 22.5 kWh. The designers selected lithium for the Amitron because "it is both highly reactive (easy to oxidize) and has high electromotive potential." The downside to these batteries is that they have relatively low instantaneous power, too little to provide reasonable acceleration, or be able to handle the rapid recharging during regenerative braking. To handle these higher power peaks, a secondary power source consisting of two nickel-cadmium (NiCd, often read ni-cad) batteries was used. These batteries could accelerate the car to in 20 seconds. During cruise, the lithium batteries recharged the ni-cads, which continued to power the motor. The regenerative