[6] The legislation provided funding for electric car research in response to the rapidly decreasing air quality caused by automobile emissions.

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.<[11] The primary power source consisted of two 75 lb (34 kg) lithium-nickel-fluoride batteries rated at 150 watt-hours per pound, or 331 watt-hours per kilogram, with a total capacity of 22.5 kWh.

"[12] 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.

[18] At the time, AMC's vice president of design, Dick Teague, was working on a car called "the Voltswagon".

[20] The prototype was a snub-snouted three-passenger urban area vehicle or city car with an overall length of only 85 inches (2,159 mm).

The car did not feature conventional bodyside doors, but the canopy of the vehicle was hinged up and backward ("clamshell-type" on rear-mounted pivots[22]) for entry and egress.

[11] American Motors' original plans were to offer the Amitron for sale to commuters and urban shoppers in five years.

The expensive batteries forced AMC to halt further experiments with advanced technology electric vehicles for several years.

[32] Regenerative braking was effective at speeds above 22.5 mph (36.2 km/h) and the system included current-limiting to prevent overcharging the lead-acid batteries.

[33] Along with this lineup, AMC renamed the Amitron to Electron, added side-view mirrors to the windows, and gave it a fresh paint job.

"[39] "The AMC Amitron had almost 50 years ago all that is still considered indispensable for an electric car if it is supposed to succeed: a decent range, low weight, and a jaunty look.