Silicon carbide (SiC) is a semiconductor used to convert and control power in electric vehicles. Its most important EV job is in the traction inverter, where it helps turn the battery’s DC electricity into the variable-frequency AC that drives the motor. SiC can reduce conversion losses and support higher-voltage systems, but it does not guarantee the same range gain in every vehicle.
What silicon carbide does in an EV
SiC is a wide-bandgap semiconductor used in high-voltage power electronics. In the traction inverter, power switches repeatedly control how electricity flows from the battery to the motor. SiC devices can switch with lower losses than traditional silicon devices, helping the inverter convert power more efficiently.
SiC is also used in onboard chargers, which convert grid power to charge the battery, and DC-DC converters, which adjust power for a vehicle’s electrical systems. The U.S. Department of Energy’s Loan Programs Office describes these as critical drivetrain and electrical-distribution components in its November 7, 2024 Sector Spotlight: Advanced Vehicle Components.
Does SiC increase EV range?
It can help. By reducing power losses during conversion, SiC can leave more of the battery’s energy available to move the vehicle. The Department of Energy says SiC can enable higher efficiency and voltage, faster charging, and up to 10% longer range compared with traditional silicon semiconductors in comparable applications. That figure is a potential upper bound, not a guaranteed gain for every SiC-equipped car.
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The actual result depends on the whole vehicle and how it is used. Inverter design and switching strategy, cooling, battery and motor voltage, and driving conditions all affect the benefit. Range should therefore be compared vehicle to vehicle, rather than inferred from semiconductor material alone.
Why SiC fits high-voltage EVs
Higher-voltage architectures can transfer a given amount of power with less current, which can help reduce electrical losses and support fast charging. SiC’s ability to operate efficiently in high-voltage power conversion makes it a natural option for these systems, including 800V-class EV platforms.
Device voltage classes and vehicle architecture are related but not interchangeable labels. STMicroelectronics says its newer SiC technology is offered in 750V and 1200V classes, broadening the range of applications it can serve. Those ratings describe device classes; they do not mean that a 750V device is equivalent to a 750V vehicle platform or that every 800V vehicle uses the same device.
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How widely automakers are adopting SiC
TrendForce reported on January 9, 2026, that worldwide EV traction-inverter installations reached 8.35 million units in the third quarter of 2025. SiC inverter installations exceeded 1.5 million units that quarter, up from a 14% share in 3Q24 to 18% in 3Q25. TrendForce put SiC’s share of new-energy-vehicle (NEV) inverter installations at 22% in 3Q25.
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|---|---|---|
| Worldwide EV traction-inverter installations | 8.35 million units | 3Q25 |
| Worldwide SiC inverter installations | More than 1.5 million units | 3Q25 |
| SiC share of EV inverter installations | 18%, compared with 14% in 3Q24 | 3Q25 versus 3Q24 |
| SiC share of NEV inverter installations | 22% | 3Q25 |
| Share of SiC inverter installations in BEVs | 84% | 3Q25 |
| China’s share of SiC inverter installations | Approximately 75% | 3Q25 |
The unit growth did not mean the market became more valuable: TrendForce said the total SiC-inverter market value fell 10% year over year in 3Q25. That contrast points to pricing pressure as automakers seek lower costs while installations rise.
Who makes SiC devices and supplies EV programs?
Several companies are building capacity or securing automotive supply relationships, though their announcements describe different parts of the supply chain rather than an interchangeable list of finished inverter suppliers.
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- STMicroelectronics: The company says STPOWER SiC devices have been supplied to more than five million passenger cars worldwide. The figure spans use in traction inverters, onboard chargers, DC-DC converters, EV charging stations, and e-compressors; it is not a count of cars using SiC traction inverters alone.
- Infineon Technologies and Wolfspeed: In January 2024, they expanded and extended a multi-year 150 mm wafer supply agreement. Infineon said the arrangement supports its strategy to secure long-term access to 150 mm and 200 mm SiC wafers as demand grows.
- onsemi: In July 2024, onsemi announced it had been selected by Volkswagen Group to supply a complete power-box solution for next-generation traction inverters. The announcement identifies a planned supply relationship, not a published production volume.
These examples illustrate the industrial scale-up behind adoption: vehicle makers need qualified components, while semiconductor suppliers are seeking dependable wafer access. The Department of Energy described high-quality SiC wafers as under-supplied in 2024, making capacity and sourcing part of the adoption picture, not just device performance.
Independent reader supportYour contribution helps us test, update, and keep practical guides available for everyone.SiC versus silicon: what matters when comparing EVs
SiC is not automatically the better choice for every vehicle. Silicon remains a viable power-semiconductor option; the useful comparison is the resulting power-conversion system and vehicle, not the material name by itself.
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|---|---|
| Efficiency | How inverter efficiency performs across the drive cycle, not just at a single operating point. |
| Voltage fit | Whether the device rating and inverter design suit the vehicle’s electrical architecture. A device rating such as 750V or 1200V is not the same thing as a platform label such as 800V-class. |
| Vehicle outcome | Measured range and charging performance for the specific vehicle, rather than a generic percentage attributed to SiC. |
| System cost | Device cost together with cooling-system and other design costs. |
| Power density | Switching frequency and the power the system can handle for its size and mass. |
| Production readiness | Reliability, automotive qualification, wafer availability, and the maturity of the OEM program. |
What SiC’s trade-offs mean for buyers and the industry
Cost and falling prices
SiC devices and wafers remain more expensive than conventional silicon alternatives and require automotive qualification. TrendForce’s report of falling market value alongside higher unit installations shows why adoption figures alone do not reveal pricing or supplier economics.
Supply and geographic concentration
Wafer availability remains a consideration, as reflected in the Department of Energy’s 2024 description of high-quality SiC wafers as under-supplied and in Infineon and Wolfspeed’s long-term wafer agreement. The approximately 75% China share of 3Q25 SiC inverter installations reported by TrendForce also represents geographic concentration for the market and its suppliers.
Vehicle-level design
Lower device losses do not translate into a fixed range improvement without considering the rest of the system. Inverter topology, switching choices, thermal management, the motor and battery, and the drive cycle all shape whether SiC’s advantages are realized.
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