Silicon carbide (SiC) is a semiconductor used to make key EV power electronics—especially the traction inverter—operate efficiently at high voltage. It can help reduce electrical losses and support faster charging, but it does not guarantee a fixed range increase: the result depends on the vehicle’s full design and how it is driven.
What silicon carbide does in an EV
An EV battery supplies direct current (DC), while the traction motor typically needs alternating current (AC) whose frequency and voltage vary with the driver’s demand. The traction inverter performs that conversion and controls power flowing from the battery to the motor. SiC is used in semiconductor devices within the inverter to switch electrical power.
SiC can also be used in the onboard charger, which converts power from an external AC source for the battery, and the DC-DC converter, which steps high-voltage battery power down for lower-voltage vehicle systems. The U.S. Department of Energy’s Loan Programs Office identifies these kinds of power-electronics components as important to EV drivetrains and electrical distribution.
Does SiC increase EV range?
It can contribute to longer range by reducing power-conversion losses: less energy lost as heat in the power electronics can leave more battery energy available to move the vehicle. The Department of Energy says SiC semiconductors can enable higher efficiency and voltage, faster charging, and up to 10% longer range compared with traditional silicon semiconductors. That is an upper-end comparison for comparable applications, not a guaranteed gain for every SiC-equipped EV.
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The actual effect depends on the inverter design and switching strategy, cooling system, motor, battery voltage, and drive cycle. A vehicle’s range is determined by its entire system, so the presence of SiC alone does not reveal how much more efficiently that model will travel than a silicon-based alternative.
Why SiC fits high-voltage and 800V-class EVs
Higher-voltage vehicle architectures can move a given amount of power with less current. That can help reduce electrical losses and support high-power charging, but the whole vehicle must be designed for the voltage involved. SiC’s ability to operate efficiently at high voltage makes it a useful option for these systems, including 800V-class architectures.
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Voltage labels need careful interpretation. STMicroelectronics describes SiC device offerings in 750V and 1200V classes; those are semiconductor device voltage classes, not labels that by themselves establish a vehicle’s battery-pack voltage or charging speed. An 800V-class vehicle architecture and a 1200V-rated device are therefore not contradictory: they refer to different parts of the system.
SiC compared with traditional silicon
SiC is a wide-bandgap semiconductor, a material category suited to power conversion at higher voltages and temperatures than conventional silicon devices. Its potential advantages include lower switching and conduction losses, which can support higher efficiency and power density. Silicon remains a relevant alternative where its cost and performance suit the design.
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| Comparison point | What SiC can offer | What to check in a specific EV |
|---|---|---|
| Efficiency | Potentially lower switching and conduction losses | Efficiency across the drive cycle, not a device-level claim alone |
| Voltage | Device offerings include 750V and 1200V classes, according to STMicroelectronics | Vehicle architecture, device rating, and how the system uses them |
| Range and charging | Can support efficiency improvements and high-voltage power conversion | Measured vehicle range and charging performance under comparable conditions |
| Cost and thermal design | Can enable power density that may affect system design | Device cost alongside cooling-system cost and design complexity |
| Production readiness | Automotive use is growing, with suppliers announcing large-scale programs | Qualification, reliability evidence, wafer availability, and the vehicle’s production maturity |
There is no universal winner independent of the application. A meaningful silicon-versus-SiC comparison considers the inverter topology, switching frequency, cooling, vehicle voltage, motor and battery, as well as cost and qualification. Higher switching frequency and power density may be useful design tools, but they do not by themselves prove a better vehicle outcome.
How widely SiC is being used in EV inverters
TrendForce reported on January 9, 2026, that worldwide EV traction-inverter installations reached 8.35 million units in the third quarter of 2025 (3Q25). SiC inverter installations exceeded 1.5 million units that quarter. TrendForce put SiC’s share at 18% in 3Q25, up from 14% in 3Q24, and reported a 22% share among new energy vehicles (NEVs) in 3Q25.
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TrendForce also reported that battery-electric vehicles (BEVs) accounted for 84% of SiC-inverter installations in 3Q25, while China accounted for approximately 75%. These figures describe installations in that quarter, not the share of all vehicles on the road or a forecast for every region.
The market’s unit growth did not mean higher market value: TrendForce reported that total SiC-inverter market value fell 10% year over year in 3Q25 even as installations increased. That combination indicates price pressure on suppliers; it does not establish the price of any particular component or vehicle.
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Several supplier announcements illustrate the build-out, but they do not mean every named company supplies every EV manufacturer or that each announcement represents an already-delivered vehicle program.
- STMicroelectronics: The company says its newer SiC technology includes 750V and 1200V device classes, with the aim of extending adoption beyond premium vehicles. ST reports that STPOWER SiC devices have been supplied to more than five million passenger cars worldwide across traction inverters, onboard chargers, DC-DC converters, EV charging stations, and e-compressors. That is a company-reported figure across multiple applications, not a count of five million SiC traction inverters.
- Infineon Technologies and Wolfspeed: In January 2024, the companies expanded and extended a multi-year 150 mm SiC wafer supply agreement, referencing access to both 150 mm and 200 mm wafers. Infineon CEO Jochen Hanebeck described the arrangement as part of a multi-source approach to securing long-term wafer supply.
- onsemi: In July 2024, the company announced it had been selected by Volkswagen Group to supply a complete power-box solution for next-generation traction inverters. The announcement signals an OEM commitment; it should not be read as a claim that all Volkswagen EVs already use this solution.
What limits SiC adoption?
Higher cost and price pressure
SiC devices and wafers remain more expensive than conventional silicon alternatives and require automotive qualification. The 3Q25 TrendForce data—rising installation volume alongside a 10% year-over-year fall in market value—shows why higher adoption does not necessarily translate into higher supplier revenue per unit.
Wafer supply and manufacturing capacity
The Department of Energy described high-quality SiC wafers as under-supplied in 2024. The Infineon–Wolfspeed agreement illustrates how manufacturers are securing long-term wafer access and expanding available capacity. Supply conditions can change over time; the 2024 assessment is not a statement about current availability for a particular buyer.
Regional concentration
China’s approximately 75% share of SiC-inverter installations in 3Q25 points to geographic concentration in the market. That concentration matters to suppliers planning capacity and to automakers managing sourcing exposure, but the quarter’s share alone does not determine future market distribution.
How to assess an EV’s SiC claims
- Look for a clear statement that SiC is used in the traction inverter; references to a charger or another component do not establish inverter use.
- Compare real vehicle efficiency, range, and charging performance under similar conditions rather than treating semiconductor material as a substitute for vehicle-level results.
- Distinguish the EV’s battery or platform voltage from a component’s rated voltage class.
- Consider system trade-offs, including device and cooling costs, reliability qualification, supply availability, and production maturity.
- Treat supplier shipment counts and OEM supply announcements according to their stated scope and status.
The Department of Energy’s November 7, 2024 overview, STMicroelectronics’ technology announcement, Infineon and Wolfspeed’s January 23, 2024 supply-agreement announcement, onsemi’s July 22, 2024 Volkswagen announcement, and TrendForce’s January 9, 2026 market report describe different parts of the picture: potential system benefits, supplier activity, and a specific quarter’s adoption. None alone establishes the performance of an individual EV.
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