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Automotive EMC7 MIN

CISPR 25 Class 5: Evaluating EMI in Automotive Applications

CISPR 25 Class 5 is the strictest automotive component-emissions class. Here is how the tests work, why the setup matters, and what commonly causes failures.

By CarCody Team

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CISPR 25 Class 5 is the strictest of the five automotive component-emissions classes. It is used to evaluate whether an electronic module, wiring harness, or vehicle electrical system is generating radio-frequency noise that could interfere with receivers installed in the vehicle.

It is not a single pass/fail number, and it is not automatically a government certification. The applicable vehicle manufacturer normally specifies the CISPR 25 edition, test method, frequency bands, detector, operating modes, and any tighter or modified limits.

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What CISPR 25 Class 5 covers

CISPR 25 is intended to protect on-board receivers from disturbances produced by automotive electrical and electronic equipment. It applies to vehicles and to components intended for vehicles, boats, trailers, internal-combustion engines, and related applications.

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The current IEC publication is CISPR 25:2021, Edition 5.0, published on December 16, 2021. It covers radio-disturbance measurements from 150 kHz to 5,925 MHz. The 2021 edition replaced CISPR 25:2016, whose upper frequency limit was 2,500 MHz.

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The five classes are arranged by emission severity:

Class Relative requirement
Class 1 Least restrictive
Classes 2–4 Increasingly restrictive
Class 5 Most restrictive; lowest permitted emissions

Class 5 is commonly requested for sensitive vehicle platforms or modules located near radio, navigation, telematics, GNSS, Bluetooth, Wi-Fi, or other receiver systems. However, the class required for a particular part comes from the OEM test plan, not from the component supplier’s assumption.

Class 5 is a set of limits, not one limit line

There is no universal “Class 5 limit” that applies from 150 kHz through 5,925 MHz. The permitted level changes according to several variables:

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  • Conducted or radiated measurement
  • Voltage method or current-probe method
  • Frequency band and protected receiver service
  • Peak, quasi-peak, or average detector
  • Test configuration and harness arrangement
  • CISPR 25 edition
  • OEM-specific requirements or deviations

For that reason, a graph labelled “CISPR 25 Class 5” is incomplete unless it also identifies the edition, method, detector, frequency band, and limit source. Application-note plots are useful for engineering work, but they may use the 2016 edition or an OEM-derived subset of the requirements.

Conducted-emissions testing

Conducted testing measures RF noise travelling along the EUT’s power leads and wiring harness. Automotive testing generally uses an automotive artificial network, often called an AN or automotive LISN. A common arrangement uses a 5 µH network with a 50-ohm measurement port.

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This is an important distinction from the 50 µH mains LISN commonly associated with household AC equipment. Substituting the wrong network changes the impedance seen by the EUT and can produce results that do not represent the required automotive test.

Voltage method

The receiver measures the RF voltage at the artificial-network measurement port. For a two-wire DC supply, the positive and negative supply paths are tested according to the applicable setup. The unused artificial-network port is normally terminated in 50 ohms; leaving it open changes the RF environment and can distort the result.

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Current-probe method

A current probe measures RF current flowing on the harness. CISPR 25 commonly specifies probe positions of:

  • 50 mm from the EUT
  • 750 mm from the EUT

These measurements are not interchangeable. Harness resonances and probe coupling can make a harmonic prominent at one location and much smaller at the other. A module that passes at 50 mm may still fail at 750 mm.

Voltage and current-probe results can also differ substantially, particularly at lower frequencies. The artificial-network impedance determines how noise current divides between the inductive path and the 50-ohm measurement port.

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Radiated-emissions testing

Radiated measurements evaluate electromagnetic energy emitted by the EUT, its enclosure, and its wiring. Component testing is normally performed in an absorber-lined shielded enclosure, or ALSE, to reduce external signals and control reflections.

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A typical component arrangement includes:

  • A 1.5 m wiring harness between the artificial networks and EUT
  • The harness routed parallel to the edge of a grounded metal tabletop
  • A measurement antenna positioned approximately 1 m from the harness for the applicable bands
  • The specified antenna polarization, height, EUT orientation, and scan procedure

The exact layout must follow the applicable CISPR 25 edition and customer plan. A generic FCC or CISPR 16 radiated-emissions layout is not automatically an acceptable substitute. Harness height, bundle geometry, return-path routing, tabletop position, enclosure bonding, and EUT orientation all affect the result.

A practical Class 5 test sequence

  1. Identify the governing document. Confirm whether the customer requires CISPR 25:2021 or an older contractual edition, and list all OEM deviations.
  2. Confirm the scope. Establish whether the requirement applies to a component, subsystem, full vehicle, or a particular installation condition.
  3. Record the test matrix. List the required class, frequency bands, detectors, bandwidths, measurement methods, supply conditions, loads, and operating states.
  4. Set up the EUT exactly. Use the specified artificial networks, ground plane, harness length, harness routing, load, grounding, and supply arrangement.
  5. Run conducted scans first. Test both supply paths and every required voltage/current method.
  6. Measure both probe positions. Where the current-probe method applies, check 50 mm and 750 mm from the EUT.
  7. Run radiated scans. Test the required antenna polarizations, EUT orientations, frequency ranges, and operating states in the ALSE.
  8. Verify suspicious peaks. Use the prescribed receiver measurement and detector rather than treating a fast spectrum-analyzer trace as the final result.
  9. Repeat operating conditions. Include minimum and maximum loads, switching modes, communications activity, startup, shutdown, charging, motor operation, and any other OEM-specified state.
  10. Document the result. Record the standard edition, setup photographs, detector, bandwidth, frequency range, operating condition, limit source, measured level, margin, and measurement uncertainty information.

Common reasons Class 5 evaluations go wrong

Using the wrong CISPR 25 edition

A report marked “CISPR 25 Class 5” may actually use the withdrawn 2016 edition. CISPR 25:2021 adds frequency bands, extends the range to 5,925 MHz, deletes the TEM-cell annex, and includes new measurement-uncertainty material. A 2016 plot should not be presented as automatically equivalent to a 2021 result.

Changing the harness

The harness is part of the RF test system. Altering its length, return path, bundle spacing, height, tabletop distance, or connector arrangement changes resonances and common-mode currents. A bench setup that looks electrically similar may not be comparable to the required configuration.

Testing only nominal load

Power converters and motor drives often change switching frequency, pulse width, current ripple, or control-loop behaviour as load changes. A module can pass at nominal load and fail at light load, maximum load, startup, or a mode transition.

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Relying on a rapid peak scan

A spectrum analyzer’s fast peak trace is excellent for finding problem frequencies, but it is not automatically a formal CISPR 25 result. Receiver settings, detectors, bandwidths, correction factors, antenna factors, artificial-network factors, calibration, and uncertainty must match the required procedure.

Assuming conducted compliance proves radiated compliance

Conducted noise can become the source of radiated emissions, but radiated performance also depends on PCB-to-chassis capacitance, enclosure seams, heatsinks, connector shells, shielding, mechanical installation, and harness routing. Passing one measurement type does not guarantee passing the other.

Misunderstanding transmitter exclusions

Intentional radio transmissions may be treated according to the exclusions and conditions in CISPR 25, but that does not automatically remove every conducted or spurious emission associated with a transmitter. The OEM test plan should explain how telematics, Bluetooth, Wi-Fi, GNSS, and other intentional transmitters are handled.

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Design changes that can improve Class 5 margin

Class 5 performance is usually easier to achieve when EMI control is designed into the module rather than added after the first chamber failure. Useful measures include:

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  • Minimize the switch-node copper area and parasitic capacitance to the chassis or heatsink.
  • Reduce the area of high-di/dt current loops.
  • Keep noisy power paths away from communication and receiver-related circuitry.
  • Provide a deliberate, low-impedance high-frequency return path.
  • Address both differential-mode and common-mode noise.
  • Place input capacitors, ferrites, common-mode chokes, and damping parts according to the actual current loops.
  • Control connector-shell, enclosure, shield, and heatsink bonding.
  • Use conducted scans to identify harness currents before investigating radiated peaks.

Filtering at the connector is not always enough. If the noisy loop is on the PCB, or if a heatsink and enclosure provide an unintended capacitive return path, a filter placed far from the source may provide little Class 5 improvement.

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CISPR 25 versus CISPR 36

CISPR 25 protects receivers installed on the vehicle. It should not be confused with CISPR 36, which addresses protection of off-board receivers below 30 MHz for electric and hybrid vehicles under its own scope and test conditions. The correct standard depends on the receiver-protection problem and the customer requirement.

FAQ

Is CISPR 25 Class 5 a legal certification?

No. CISPR 25 provides automotive emissions test methods and recommended limits. Vehicle manufacturers and suppliers may agree on modified limits or additional conditions, so the OEM test plan controls the contractual requirement.

What is the difference between CISPR 25 Class 4 and Class 5?

Class 5 is more stringent and permits lower emissions than Class 4. The difference is not one universal offset across the entire spectrum; the applicable limits vary by frequency, measurement method, detector, receiver service, and test configuration.

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Can a 50 µH mains LISN be used for CISPR 25 testing?

Not as a general replacement. Automotive conducted testing commonly uses a CISPR 25-compatible 5 µH artificial network. Using a 50 µH mains LISN changes the RF impedance and may invalidate comparison with the required automotive result.

Does passing conducted emissions mean the module will pass radiated emissions?

No. Conducted noise can drive radiated emissions through the harness, but enclosure construction, PCB layout, chassis coupling, shielding, connector bonding, and harness routing also affect radiated performance.

The Bottom Line

CISPR 25 Class 5 is the toughest automotive component-emissions target, but it is not one universal curve or an automatic certification. A valid evaluation must identify the governing edition and OEM plan, use the correct 5 µH automotive artificial-network arrangement, test the specified voltage and current-probe methods, preserve the harness geometry, cover all operating states, and report detector settings and margins clearly. Treating Class 5 as a generic peak scan is one of the fastest ways to obtain a misleading pass.

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Automotive EMCAutomotive EngineeringCISPR 25EMI TestingVehicle Electronics

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