McLaren Applied’s IPG5 is an 800 V silicon-carbide (SiC) traction inverter, not an EV fast charger. It controls power between a vehicle’s battery and motor. McLaren Applied says the combination of 800 V electrical architecture and SiC switching can move power more efficiently and support ultra-fast charging in a complete vehicle, but the published material does not provide a vehicle charging curve or a measured charging time.
What IPG5 is
IPG5 means Inverter Platform Generation 5. It is primarily a standalone, direct-drive automotive inverter that converts and controls the battery’s DC power for a three-phase traction motor, while managing regenerative power flowing back to the battery.
The inverter is one part of an EV powertrain. A vehicle’s charging speed also depends on its battery cells and pack design, onboard charging or high-voltage distribution hardware, cooling system, charge controller, charger capabilities and software limits. IPG5’s ratings therefore cannot be read as a complete car’s charging specification.
How 800 V and SiC can support faster charging
Higher-voltage power transfer
For a given power level, doubling system voltage allows lower current. That can reduce resistive losses and ease the requirements for high-current cables, busbars and connectors. McLaren Applied presents 800 V as enabling faster power transfer than a 400 V architecture and as a route to lighter electrical hardware.
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Silicon-carbide switching
SiC power switches can operate efficiently at high switching frequencies. McLaren Applied says this combination of SiC and 800 V can support a lighter, more efficient system with faster-charging capability, longer range and stronger acceleration. These are manufacturer-stated system benefits, not independently measured results for a named production vehicle.
What the published evidence does not show
The available IPG5 material does not specify a battery size, charger rating, charging curve, time from a stated state of charge to another, or a controlled comparison with a 400 V vehicle. It therefore cannot establish a particular consumer charging time or range gain.
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Published IPG5 specifications
McLaren Applied’s Version 3.4 preliminary summary lists the following electrical and cooling data:
| Parameter | Published value | Qualification |
|---|---|---|
| High-voltage input | Up to 900 V | Inverter input rating in the preliminary summary |
| Peak motor power | Over 400 kW | 750 V input, 524 Arms, power factor 0.875, 10 seconds and 8 kHz switching; subject to further testing |
| Continuous motor power | 250 kW | 750 V input, 320 Arms and power factor 0.875 |
| Peak current | 540 Arms | Subject to further testing and tied to stated coolant, flow, switching-frequency and 10-second conditions |
| Continuous current | 320 Arms | Product-summary rating |
| Efficiency | 97% typical; 99% peak | Peak efficiency is not a continuous or all-operating-condition figure |
| Switching frequency | 1–32 kHz | Variable range |
| Maximum motor electrical frequency | 2.5 kHz | Product-summary limit |
| Coolant inlet temperature | 70°C maximum | Water/glycol cooling requirement |
| Coolant flow | 10 L/min minimum | Water/glycol cooling requirement |
| Coolant pressure | 2 bar gauge maximum | Water/glycol cooling requirement |
The peak and continuous power figures describe different operating conditions. They should not be combined into a single expectation of sustained output.
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IPG5 versus a 400 V inverter
| Comparison axis | 800 V SiC approach | 400 V approach |
|---|---|---|
| Current for the same power | Lower current, all else equal | Higher current, all else equal |
| Charging and power-transfer potential | McLaren Applied says it can support faster power transfer and ultra-fast charging | Usually requires more current for the same power |
| Cabling and busbars | Potential for lower conductor mass at equivalent power, subject to insulation and vehicle design | Higher current can increase conductor and thermal demands |
| Switching technology | SiC devices designed for efficient high-frequency operation | Depends on the specific inverter; no universal technology follows from voltage alone |
| Vehicle integration | Requires an 800 V battery, compatible charger and suitable insulation, protection and controls | Uses a different voltage ecosystem |
This is an architecture comparison, not a like-for-like vehicle test. The cited product material supplies no independently measured charging-time difference.
IPG5 and IPG5-x are different products
Do not merge their specifications. IPG5 is presented as the standalone inverter platform. IPG5-x is a separate integrated variant described as combining the inverter with motor and transmission combinations. Packaging, mass, cooling and performance figures for IPG5-x belong to its own product summary and cannot be used as IPG5 ratings.
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Why the distinction matters
- A standalone inverter gives an OEM more freedom to pair it with a selected motor and transmission.
- An integrated drive-unit design can reduce interfaces and packaging work but constrains integration around the supplied motor-transmission combination.
- Power and current numbers must always be read with the product name and its test conditions.
Where STMicroelectronics fits
STMicroelectronics describes its SiC hardware as part of McLaren Applied’s inverter work. In the supplier’s customer story, Geoff Owen, Chief Engineer at McLaren Applied, said: “ST’s SiC hardware is an enabler for us to do that and deliver advanced motor control software.” This is a supplier-hosted customer quotation about the engineering relationship, not an independent performance test or a consumer purchasing route.
What IPG5 can and cannot tell an EV buyer
It can indicate
- The power electronics are designed around an 800 V-class system and SiC switching.
- The preliminary platform targets more than 400 kW peak motor power and 250 kW continuous motor power under different stated conditions.
- Thermal management, switching frequency and current capability are central to the inverter’s operation.
It cannot establish
- A production vehicle’s 10-to-80% charging time.
- How long the inverter can sustain its peak power in a vehicle.
- Vehicle range, battery degradation or total energy consumption.
- Compatibility with a particular public charger or charging connector.
Those answers require a named vehicle, battery, charging hardware and test conditions. The available product information is preliminary and manufacturer-provided; no independent charging-time or range statistic is established here.
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Bottom line for engineers and technology readers
IPG5 is best understood as high-power 800 V SiC traction-inverter technology that can help an OEM build a fast-charging-capable EV system. Its over-400 kW peak, 250 kW continuous rating and stated 97% typical/99% peak efficiency are preliminary product figures with explicit operating conditions. They describe the inverter, not a complete vehicle, so any claim about charging time must wait for vehicle-level data.
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