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McLaren Applied’s IPG5 is an 800 V silicon-carbide (SiC) traction inverter—not an EV fast charger. It controls electrical power between a vehicle’s battery and motor. McLaren Applied says its 800 V architecture and SiC switching can support faster power transfer and ultra-fast charging, but the published material does not give a vehicle-specific charging time or an independently measured charging result.
What the IPG5 does—and what it doesn’t
The IPG5 (Inverter Platform Generation 5) is a traction inverter designed primarily for direct-drive automotive applications. An inverter converts and controls electrical power so a battery can drive an electric motor. It is one part of a vehicle’s electric drivetrain, not the equipment that connects a car to a high-power charging station.
That distinction matters: an inverter’s voltage, current and efficiency ratings describe component capability, not how quickly a complete car can charge. Charging speed also depends on the battery, the vehicle’s charging system, thermal controls and how those systems are integrated. McLaren Applied’s product materials do not specify an IPG5-equipped vehicle or its charging curve. McLaren Applied’s IPG5 preliminary product summary and its brochure therefore support a technical rationale for fast charging, not a promised charge time.
How 800 V and SiC are meant to help
McLaren Applied’s explanation combines two design choices: an 800 V electrical architecture and silicon-carbide switching. The company says SiC can switch efficiently at high frequency and that, with an 800 V architecture, this enables faster power transfer and a lighter system than a 400 V inverter. It presents faster charging, longer range and better acceleration as possible downstream benefits.
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These are manufacturer claims about system potential, not results from a controlled, like-for-like vehicle test in the cited materials. The brochure does not provide a measured charging-time reduction, a charge curve, or vehicle conditions that would let a reader quantify the advantage over a 400 V setup. Nor does inverter efficiency alone establish a car’s range or energy use.
IPG5 specifications, with their conditions
McLaren Applied’s Version 3.4 preliminary summary lists the following standalone IPG5 figures. They are manufacturer specifications, not independently verified test results.
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| Specification | Published figure and qualification |
|---|---|
| High-voltage input | Up to 900 V |
| Motor power | Over 400 kW peak at 750 V input, 524 Arms phase current and 0.875 power factor, for 10 seconds at 8 kHz switching; peak figure is subject to further testing. 250 kW continuous at 750 V input, 320 Arms and 0.875 power factor. |
| Output and current | Three-phase output; 540 Arms peak current, subject to further testing and the summary’s stated coolant, switching-frequency and 10-second conditions; 320 Arms continuous current. |
| Efficiency | 97% typical and 99% peak. The peak figure is not a continuous or all-operating-conditions rating. |
| Switching and motor electrical frequency | Variable switching frequency from 1–32 kHz; motor electrical frequency up to 2.5 kHz. |
| Cooling requirements | Water/glycol cooling; maximum coolant inlet temperature of 70°C, minimum flow of 10 L/min and maximum pressure of 2 bar gauge. |
The power figures are not interchangeable: the peak rating is time-limited and subject to further testing, while the continuous figure is specified separately with its own conditions. These component ratings do not state how much charging power a finished vehicle can accept.
IPG5 and IPG5-x are different products
IPG5 is the standalone inverter described in the Version 3.4 summary. IPG5-x is a separate integrated variant: its Version 1.0 summary describes a unit that can integrate directly with motor and transmission combinations. Its packaging and performance specifications belong to that product and should not be substituted for the standalone IPG5’s figures. Motion Applied’s product materials identify both within its portfolio; other 800 V SiC products such as MCU-600 and MCU-X are separate products, not evidence for IPG5 performance.
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What the STMicroelectronics connection establishes
STMicroelectronics’ customer story discusses its SiC hardware in McLaren Applied’s inverter work. Geoff Owen, McLaren Applied’s Chief Engineer, is quoted saying: “ST’s SiC hardware is an enabler for us to do that and deliver advanced motor control software.” The quotation describes the role of the supplier’s hardware in the work; it is not an independent performance test or proof of a vehicle charging outcome. STMicroelectronics’ customer story provides the supplier’s account.
Independent reader supportYour contribution helps us test, update, and keep practical guides available for everyone.What a buyer or vehicle engineer should take from the figures
For an OEM evaluating the IPG5, the specifications describe a high-voltage inverter platform and its stated electrical and cooling envelope. They do not answer the system-level questions that determine customer experience: the battery’s accepted charging power, thermal limits, charging hardware, vehicle integration, and the resulting charge curve. Those results need to be established for a named vehicle under stated test conditions.
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The product summary is explicitly preliminary, and the brochure is promotional. Product specifications and market availability can change; the figures above refer to the identified summaries rather than a guarantee that every current configuration or vehicle will deliver them.
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Product prices and availability are accurate as of the date/time indicated and are subject to change. Any price and availability information displayed on Amazon at the time of purchase will apply.
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