end of the lease, the car's residual value was never established, making it impossible to determine the actual full purchase price or replacement value. One industry official said that each EV1 cost the company about , including research, development and other associated costs; other estimates placed the vehicle's actual cost as high as $100,000. Bob Lutz, GM Vice Chairman responsible for the Chevrolet Volt, in November 2011 stated the EV1 cost $250,000 each and leased for just $300 per month. GM stated the cost of the EV1 program at slightly less than $500 million before marketing costs, and over $1 billion in total, although a portion of this cost was defrayed by the Clinton Administration's $1.25 billion Partnership for a New Generation of Vehicles (PNGV) program. In addition, all manufacturers seeking to produce electric cars for market consumption also benefited from matching government funds committed to the United States Advanced Battery Consortium. Related development General Motors revealed several prototype variants of the EV1 drivetrain at the 1998 Detroit Auto Show. The models included diesel/electric parallel hybrid, gas turbine/electric series hybrid, fuel cell/electric version and compressed natural gas low emission internal combustion engine version. In addition, during this period, GM reorganized their electronics divisions (among them Hughes Electronics and Delco Divisions) into Delco Propulsion Systems in order to attempt to commercialize this technology in niche markets. Several non-affiliated companies purchased inverter and drivetrain systems from DPS for vehicle/fleet conversion purposes. The new platform was a four-passenger variant of the EV1, lengthened by 19". This design was based on an internal (GM) program for a more "marketable" EV begun during the proof of concept phase of the EV1's development. During the original EV1 R&D period, focus groups indicated one of the major market limiting factors of the original EV1 was its two-seater configuration. GM investigated the possibility of making the EV1 a four-seater, but ultimately determined that the increased length and weight of the four seater would reduce vehicle's already limited range to , placing the first ground-up electric car's performance squarely in the pack of aftermarket gas vehicle conversions. General Motors chose to produce the lighter, two-seat design. For hybrid and electric vehicles, the battery pack was upgraded to 44 NiMH cells, arranged in "I" formation down the centerline, which could fully recharge in just 2 hours using onboard 220 V induction charger; additional power units were installed in the trunk,