Infineon’s 1300 V SiC Module Runs at 205 Degrees C for EV Inverters

Infineon Technologies has added a 1300 V silicon-carbide module to its HybridPACK Drive family that runs continuously at junction temperatures up to 205 degrees C, above the roughly 175 degrees C ceiling of existing designs. The chipmaker, disclosing the part on May 29, 2026, says the higher temperature headroom delivers up to 15% more output current at the same module size, footprint and electrical interfaces, letting carmakers raise inverter power density without redrawing the traction-inverter platform around it. The module targets EV battery systems above 900 V.

What’s Genuinely New

The advance is thermal, not a new die shrink. Most automotive SiC power modules are qualified to about 175 degrees C; Infineon rates this HybridPACK Drive variant for 205 degrees C continuous operation, and it is the first 1300 V part in that family. Because the package keeps the same size, footprint and interfaces as current HybridPACK Drive modules, a supplier drops it into an existing inverter design as a performance upgrade rather than a ground-up redesign. Infineon also said it will extend the 205 degrees C capability across its wider 1200 V SiC module portfolio, though it gave no schedule.

Why It Matters

Inverter power density is gated by how hot the switches tolerate before derating. Pushing continuous operation to 205 degrees C lets designers pull up to 15% more current through the same silicon carbide, or hold current flat and shrink the cooling system. Smaller or simpler cooling trims weight and system cost in the powertrain, which is where SiC’s efficiency edge over silicon IGBTs actually shows up on range and thermal budget. The 1300 V rating also matches the move toward 900 V-plus battery packs that cut charging time and cabling losses.

“Higher operating temperatures provide our customers with more design flexibility and enable them to lower system cost,” said Stefan Obersriebnig, Infineon’s senior vice president for automotive high voltage.

Critical Perspective

A datasheet temperature rating is not the same as a fielded qualification. Infineon named no automaker design win, disclosed no sampling or production date, and quoted the 15% current gain as an upper bound rather than a guaranteed figure. Rivals ROHM, STMicroelectronics and Wolfspeed are pushing competing 1200 V and higher-temperature SiC parts, so the real test is which of these modules clears automotive qualification and lands in a shipping traction inverter, not which one posts the highest number in a press release.

Related Coverage

• Mitsubishi Electric’s Quieter Solid-State Transformer Strategy: SiC Power Modules for Japanese Rail and Selected US Industrial Customers: SiC power modules for solid-state transformers
• Wolfspeed’s 200mm SiC Wafer Capacity Is the Biggest 2026 Bottleneck for Solid-State Transformers: SiC wafer capacity for solid-state transformers
• SolarEdge and Infineon Announce Modular 2-5 MW Solid-State Transformer Targeting >99% Efficiency for AI Data Centers: Infineon partnership for solid-state transformers
• ABB E-mobility Launches MCS1200 1.2-Megawatt Charger With Integrated Solid-State Transformer for Heavy-Duty Trucks: Solid-state transformer for EV charging