Rising Demand for EPR in the U.S. Research Market

In recent years, electron paramagnetic resonance (EPR) spectroscopy has gained renewed attention across U.S. research institutions. From studying free radicals in chemistry labs to analyzing defects in battery and catalyst materials, EPR offers unique insights that other spectroscopic techniques cannot easily deliver.

As more researchers look to adopt or upgrade their EPR systems, one question comes up frequently:
“How much does an EPR spectrometer cost in the U.S. today?”

If you plan to purchase in 2025, understanding the current price range and technology landscape can help you make an informed investment decision.

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EPR Spectrometer Price Overview in the U.S. (2025 Update)

EPR prices vary widely depending on system type, frequency band, and included accessories. Here is a general look at what U.S. buyers can expect in 2025:

Several factors affect pricing, including magnet design (permanent or electromagnet), cryogenic requirements, and optional modules such as variable temperature units or rapid scan capabilities.

For many chemistry, materials, and teaching labs, a compact X-band Benchtop EPR already covers most research needs at a fraction of the traditional cost.

Benchtop EPR Spectrometer

Why U.S. Researchers Are Turning to Benchtop EPR

Benchtop EPR spectrometers have become increasingly popular in the U.S., particularly among universities, start-ups, and multi-user core facilities. The reasons are clear:

• Compact design: fits easily on a standard lab bench, no need for a dedicated EPR room.

• Low maintenance: no cryogen handling or large cooling systems required.

• Easy operation: intuitive software allows even non-specialists to collect reliable spectra.

• Cost efficiency: significant savings in both purchase price and long-term service costs.

In other words, Benchtop EPR systems make advanced spectroscopy accessible to more researchers than ever before.

CIQTEK’s Competitive Edge: Best Price for X-band EPR

As a technology-driven scientific instrument manufacturer, CIQTEK has focused on combining performance, affordability, and usability in its EPR lineup.

The CIQTEK Benchtop EPR Spectrometer delivers true X-band performance in a portable desktop configuration, ideal for both research and teaching labs.

Key advantages include:

• High sensitivity and magnetic field stability for accurate signal detection.

• Full-featured software for easy experiment setup and data analysis.

• Compact footprint and quiet operation.

• Dedicated global service and support, including growing coverage in the U.S. and worldwide.

CIQTEK’s mission is to make high-end spectroscopy accessible to every research lab, not just large facilities with extensive budgets.

Read more about CIQTEK EPR customer stories.

CIQTEK Benchtop EPR Spectrometer at Cornell University

Affordable Does Not Mean Basic: Balancing Cost and Capability

Historically, researchers had to choose between performance and affordability when purchasing an EPR spectrometer.
That trade-off is rapidly disappearing.

Modern Benchtop EPR systems, such as CIQTEK’s. use advanced digital control, stable permanent magnets, and optimized microwave design to deliver the signal-to-noise ratio, stability, and reproducibility once found only in full-size instruments.

For many U.S. labs, this means achieving publication-quality data while keeping capital costs low.
In 2025, affordable no longer means compromise; it means smarter investment.

The Smart Choice for 2025

EPR spectroscopy continues to play an essential role in chemistry, materials, and life science research across the United States.
As budgets tighten and lab space becomes more limited, Benchtop EPR spectrometers offer an ideal combination of cost, performance, and convenience.

If you are evaluating your next EPR investment, consider how CIQTEK’s X-band Benchtop EPR can help you achieve high-quality results without exceeding your budget.

Coaxial Cable power supply (PoC) technology simultaneously transmits data and power through a single coaxial cable, significantly reducing the number of wiring required for on-board systems such as cameras and high-definition displays, and lowering the overall weight and complexity of the vehicle. This technology plays a crucial role in meeting fuel efficiency standards, supporting an increasing number of camera configurations, and enhancing the display size and resolution of vehicles.

Simplified wiring makes vehicles easier to produce and maintain. The adoption of coaxial cables can also effectively alleviate the common electromagnetic interference (EMI) problems in the communication and control systems of high-speed automobiles, thereby enhancing the reliability and consistency of critical signal transmission.

With the wide application of high-resolution radars, lidars and cameras in advanced driver assistance systems (ADAS) and autonomous driving, the demand for high-speed connectivity in vehicles continues to grow. The new generation of PoC technology can also support standards such as FDD-Link, meeting the high bandwidth requirements of real-time driving interfaces.

As a mature and reliable technology, PoC has been incorporated into various standards, including proprietary solutions of chip manufacturers and open-source implementations of standard organizations. Different solutions offer different signal transmission speeds and power supply capabilities to meet diverse application requirements.

Some standards already existed before the popularization of PoC technology. For example, FDD-Link III and subsequent versions are compatible with PoC; The Gigabit Multimedia Serial Link (GMSL) standard also integrates PoC functionality in its new generation specification. GMSL1 itself does not support PoC, but GMSL2 and GMSL3 have implemented support for it.

SerDes and PoC

SerDes are the core components in PoC implementation, capable of superimposing high-frequency digital signals and DC power supplies on the same coaxial cable for transmission. SerDes convert high-speed parallel signals from devices such as cameras and lidars into serial data streams that can be transmitted over a single line, while PoC further integrates power transmission to achieve data and power supply sharing cables. Many PoC systems also support bidirectional communication through Frequency Division multiplexing (FDM).

The advantages of two-way communication

In a PoC system, the forward channel (downlink) and the backward channel (uplink) transmit data in different frequency bands within the same cable through FDM technology. The forward channel typically operates above 50 MHz to 1 GHz and is used to transmit sensor data to the central ADAS system. The backward channel is mostly used for control signals, with a frequency range typically ranging from 1 to 40 MHz. The filter circuits at both ends of the cable are responsible for separating the DC power supply from the bidirectional data signal.

The key role of the filter circuit

The bias three-way inductor in the PoC filter is the core component for effectively separating the DC power supply from high-frequency signals. It can prevent AC signals from interfering with the power supply and suppress the impact of power supply noise on data quality. This inductor exhibits low impedance to direct current and high impedance to alternating current, thereby maintaining signal integrity while injecting power.

To ensure signal quality, the PoC filtering scheme needs to be capable of carrying the supply current while maintaining a high impedance (typically >1 kΩ, compared to the 50 Ω characteristic impedance of coaxial cables) and preventing inductance saturation. The multi-level LC filtering structure can maintain high impedance throughout the entire frequency band, ensuring the signal-to-noise ratio and stability of communication.

Summary

PoC has multiple standards and implementation methods in the automotive field, which helps to reduce system weight, enhance performance, and support two-way data communication among devices such as cameras and radars. Its key technologies include SerDes interfaces and multi-level filter circuits, which jointly promote the progress of vehicles in terms of fuel economy, connection reliability and system integration.

What exactly is a bullet connector?

Bullet connectors are widely used in automotive and transportation applications as well as in simple, permanent electrical connections in HVAC, entertainment systems and lighting.

The bullet connector is a simple type of wire connector. It is usually composed of a male connector and a female connector. The male connector is a bullet-shaped pin, and the female connector is a socket with a hole. This structure makes the connector convenient to insert and remove, and can provide a reliable electrical connection. Some bullet connectors also adopt color coding to facilitate users in distinguishing and correctly connecting different circuits. The bullet connector is named for its compact circular shape. They are typically specified for permanent electrical connections in automotive and transportation applications, such as connecting ESC wires to motors, as well as HVAC, entertainment systems, RC applications and lighting. They are an alternative to welding and can create a secure connection when it may be necessary to change the connection for adjustment, maintenance or temporary installation.

They are widely used in automotive and transportation applications, such as connecting electrically adjustable wires to motors. They are small, typically 2-5 millimeters in size. Although they do add a slight weight compared to welding, they are mainly used for permanent connections.

Design Description

Installation type: The female and male connectors are connected together or by inserting the stripped wire into the connector and crimping the terminal.

Size: Bullet connectors are available in a variety of sizes. To specify, the size must correspond to the AWG size of the selected wire.

Material specification

Brass, tin-plated or gold-plated copper

It usually includes nylon or polyethylene insulating sleeves, which are color-coded to assist in handling and identification

Physical properties

Insulation: It is usually insulated with nylon or polyethylene materials

Voltage: AC/DC up to 300 VDC

Temperature range: The operating temperature range of bullet connectors varies depending on their materials, models and applications. For example, the operating temperature range of some bullet connectors of TE Connectivity is from -65 ℃ to 125℃. The operating temperature range of Grote's heat shrinkable bullet head connectors is from -55 ℃ to 110℃. The operating temperature range of the heat shrink male head warhead connector of Just Cable Ties is from -45 ℃ to 125℃. Some sub-head connectors may have an even narrower operating temperature range. For instance, the PVC insulator head connector of ECG® has a maximum operating temperature of 75℃.

Market and Application

Bullet connectors are widely used in multiple fields such as automobiles, electrical appliances, automation, ships, recording studios, lighting, and audio connections. In the automotive industry, it is often used for wire connections in headlights, taillights, ignition systems, audio systems, etc. In audio equipment, it can be used to connect speakers, power amplifiers and other devices.

In the process of the automotive industry's accelerated transformation towards electrification, the 48V system has emerged as a key technology for enhancing vehicle performance and optimizing energy efficiency. This system, with its unique advantages, has carried out a comprehensive technical reconstruction of automotive wiring harnesses, injecting strong impetus into the upgrading and replacement of automotive electrical architectures.

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Thread Diameter slimming Revolution

According to Ohm's Law (P=UI), when a 48V system outputs the same power, its operating current is only one fourth of that of a 12V system. Take a 3kW integrated generator as an example. The 12V system needs to carry a current of 250A, and the cross-sectional area of the wire is approximately 35mm². The 48V system only requires 62.5A and a cross-sectional area of 10mm². The actual test on the Volkswagen MQB platform shows that after using a 48V wire harness with a 4mm² cross-section, the weight of a single wire is reduced by 60%, and the bending radius is optimized from 8D of the 12V wire harness to 5D (D is the wire diameter). This not only significantly reduces the weight of the wiring harness but also enables it to adapt to the more complex wiring paths of the hybrid power system, enhancing the flexibility of the spatial layout. The Mercedes-Benz S-Class Hybrid model has increased the space utilization rate of the engine compartment by 19% through optimizing the wiring harness layout, thus freeing up more space for the rational placement of other components.

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Heat loss has dropped sharply

According to Joule's Law (Q=I²Rt), a third-party laboratory's tests under simulated urban conditions show that when a 48V system transmits 20kW of energy, the total heat loss of the wiring harness is only 1/16 of that of a 12V system. When the ambient temperature is 40℃, the surface temperature of the 12V system wiring harness reaches 82℃, while that of the 48V system remains stable within the range of 58-60 ℃. The lower heat loss has expanded the range of insulating material options. Continental has adopted modified TPE materials to replace traditional PVC. Although the temperature resistance grade of the modified TPE material has been reduced to 90℃, its flexibility has increased by 35%, which is more in wire with the operation requirements of automatic wiring robots and provides convenience for the automated production of wire harnesses.

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Electrical safety and protection upgrade

In terms of electrical safety, the 48V system performs exceptionally well. Its short-circuit protection response time has been shortened from 100ms in a 12V system to 20ms, which can quickly cut off fault currents and reduce safety risks. The newly added IP6K9K waterproof standard requires connectors to pass an 8-hour high-pressure steam jet test. The 48V battery wiring harness of Tesla Model 3 uses laser welding sealing technology to meet this standard, effectively preventing water vapor from entering. The third-generation high-voltage interlock system developed by Aptiv achieves a 10ms-level fault response through PWM signal detection, which is five times faster than traditional solutions, greatly enhancing the timeliness of system fault monitoring and handling.

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Electromagnetic shielding and wiring optimization

The 48V wiring harness of the BMW 5 Series Hybrid model adopts a sandwich shielding structure of 0.1mm aluminum foil + 92% coverage copper braided mesh + nano-graphite coating, with a shielding efficiency of 72dB at the 1MHz frequency point. Among them, the woven net is formed by a 32-spindle high-speed weaving machine at a 28° bevel Angle. Compared with the traditional 45° weaving method, the high-frequency shielding performance is improved by 15%. The grounding points of the wire harness adopt a star topology structure, and the potential difference between each grounding point is controlled within 50mV, effectively suppressing common-mode interference. The Volvo SPA2 platform specification requires that the 48V positive and negative pole wires be arranged as twisted-pair wires (twist pitch ≤50mm), with a horizontal distance of ≥150mm from the ADAS camera. When crossing with the 12V wire harness, a 90° vertical cross should be adopted and ferrite magnetic rings should be installed at the intersection points. A Japanese brand's actual test shows that this layout reduces the CAN bus bit error rate from 10⁻⁶ to 10⁻⁹, significantly enhancing the stability of signal transmission.

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Cost control and material innovation

Industry data shows that the proportion of connectors in the cost structure of 48V wiring harnesses has dropped from 45% in 2018 to 28% in 2023. This is attributed to the VHB series of standardized connectors launched by TE Connectivity, whose mold reuse rate reaches 80%, effectively reducing manufacturing costs. The cost of shielding materials has also decreased significantly. The composite shielding tape developed by Lenny Cable has reduced copper usage by 40%, and 3M's conductive tape solution has further reduced the total weight by 15%. It is expected that by 2026, automated production lines featuring robot laser wire stripping and visual inspection will reduce the proportion of labor costs from 25% to 8%. In terms of material innovation, BASF's Ultramid® Advanced N series materials, through 40% glass fiber + 5% ceramic composite filling, achieve dimensional stability of ±0.05mm for connectors under operating conditions ranging from -40 ° C to 150 ° C. Its CTI value of 600V means it can withstand higher working voltages in polluted environments, providing strong support for the redundant design of 48V systems. Continental is testing a liquid metal shielding coating that can further enhance the high-frequency EMI performance of wiring harnesses by 20dB, continuously driving the advancement of 48V wiring harness technology. ​

The technical reconfiguration of the wiring harness in the automotive 48V system is a comprehensive and profound transformation. Through optimization and upgrading in multiple aspects such as wire diameter, heat loss, electrical safety, electromagnetic shielding, cost control and materials, not only has the performance and reliability of the wiring harness been enhanced, but also a solid foundation has been laid for the intelligent and lightweight development of automobiles, effectively promoting the automotive industry to make great strides towards a more efficient, environmentally friendly and intelligent direction.

[Note: The above is merely my personal opinion. Discussions on wiring harness knowledge are welcome.]

The Future of Automation: How New Wiring Technologies Will Reshape Automotive Wiring Harness Production  

When we stop to admire the sleek appearance and intelligent configuration of modern cars, we seldom notice the crucial yet low-key and concealed presence inside the vehicle - the wiring harness. In the complex systems of automobiles, wiring harnesses are like the blood vessels and neural networks of the human body. Although they are not eye-catching, they undertake the crucial mission of energy transmission and information interaction. With the rapid development of the automotive industry towards intelligence and electrification, the traditional production method of wiring harnesses has increasingly become a bottleneck restricting the progress of the industry. The breakthrough innovation of the new generation of wiring technology is completely transforming the production landscape of automotive wiring harnesses and leading the entire industry towards an automated and intelligent future.

Industry challenge: The Development predicament of traditional wiring harnesses

Limitations of the production mode

Due to its soft and irregularly shaped characteristics, wire harnesses are difficult to be assembled automatically and currently mainly rely on manual operation. This model leads to a labor cost ratio as high as 95% and low production efficiency - the workload that traditionally requires 6 to 10 people can be handled by just one person on an automated production line. Manual operation also brings about quality stability issues, with a persistently high failure rate.

Design complexity

Modern automotive components amount to 20,000 to 30,000, scattered throughout the vehicle body, and rely on wiring harnesses to achieve interconnection. The irregularity of the interior space of a car often forces the wiring harness to be arranged in a circuitous way. The length of the wiring harness in traditional models generally reaches 5,000 meters, which not only occupies space but also increases weight and affects the driving range performance.

Standardization and Supply Chain

There are over 200 types of connector specifications, and the lack of unified standards has increased the complexity of production. The Ukraine crisis in 2022 exposed the vulnerability of the supply chain. As Ukraine is an important production base for wiring harnesses in Europe, the disruption of the supply chain directly led to a decline in car sales.

Demand for new energy vehicles

High-voltage wiring harnesses need to meet requirements such as high voltage, large current, and high protection level. Lightweighting has also become an important development direction. Traditional craftsmanship has become difficult to meet the new technological demands.

Technological breakthroughs: Four Major innovation directions

Innovation in electronic and electrical architecture

The emergence of centralized architecture has changed the limitations of traditional distributed architecture. Tesla was the first to integrate multiple ECU functions into a few domain controllers, reducing the length of the wiring harness from the traditional 5,000 meters to 1.5 kilometers. Cybertruck has further reduced the total number of wiring harnesses by 77%. Domestic automakers such as Zero Run Auto have launched the "Four-Leaf Clover" architecture, which achieves a central supercomputer through two chips and successfully keeps the weight of the wiring harness at 23 kilograms, reducing the weight by 15 kilograms compared to the traditional architecture.

Modular design

By dividing the functions into basic modules and functional modules, the standardized production of wiring harnesses has been achieved. A certain heavy-duty truck model has adopted modular design, dividing the chassis wiring harness into 11 basic modules, which has increased the design efficiency by 40% and reduced the types of wiring harnesses by 30%.

Automated production

Kunshan Huguang has achieved full-process automated production through intelligent transformation. The intelligent wire warehouse processes 5,000 barrels of wires every day, achieving a zero error rate. The number of production line personnel has been reduced from 200 to 20, and the production cycle for high-voltage wire harnesses only takes 20 seconds. The Ethernet production line of Langfang Leni can complete the operation of 64 workstations with a single device, and a signal transmission line is offline in 4 seconds, replacing the workload of dozens of people.

New materials, new processes

Copper alloy materials can achieve a weight reduction effect of 10% to 20%, and aluminum alloy conductors are also gradually being applied. New insulating materials such as polytetrafluoroethylene can work stably at a high temperature of 150℃. The eSPDM intelligent wiring technology can save up to 90% of materials. The coaxial power supply technology simultaneously transmits power and data through a single cable, significantly simplifying the overall vehicle design.

Future trends: Intelligence and sustainable development

Intelligent evolution

Wiring harnesses are shifting from passive transmission to active perception. Integrated sensors can monitor operating parameters in real time, enabling self-diagnosis and predictive maintenance. Byd's intelligent wiring harness monitoring system is a typical representative of this trend.

Wireless development

In non-critical transmission scenarios, wireless connections are gradually replacing physical wiring harnesses. With the maturation of wireless charging technology, power supply harnesses are expected to be further reduced.

Lightweighting and greenness

New lightweight materials and structural optimization can reduce the weight of wire harnesses by 15% to 25%. Environmentally friendly materials and recyclable designs will become industry standards, promoting sustainable development.

Standardization and platformization

The standardization of connectors will enhance the universality of components. The platformization strategy can reduce development costs by more than 25% and shorten development time by 30% to 40%.

Conclusion

The technological innovation of automotive wiring harnesses is driving the entire industry towards greater efficiency, intelligence and environmental protection. From traditional manual production to intelligent automated manufacturing, from distributed architecture to centralized control, every technological breakthrough is reshaping the industry landscape. With the rapid development of new energy vehicles and intelligent connected vehicles, wiring harness technology will continue to innovate, providing solid support for the transformation and upgrading of the automotive industry. In the future, automated and intelligent wiring technologies will lead the automotive manufacturing industry into a new stage of development.

As new energy vehicles shift from "optional" to "mainstream choice", the core logic of vehicle design is also undergoing a fundamental transformation - the dominant position of mechanical performance is gradually giving way to electric drive systems and intelligent terminals. In this process, the wiring harness is no longer merely a simple connecting wire, but has become the "nerve network" that links batteries, motors and various smart devices, serving as a key carrier that affects the safety, performance and user experience of the entire vehicle.

With the explosive growth of the new energy vehicle market, the demand for specialized categories such as high-voltage wiring harnesses and high-speed data wiring harnesses has been continuously rising. A technological upgrade and value reconstruction centered on wiring harnesses is now unfolding in full swing.

The rise in demand for dedicated wiring harnesses is essentially an inevitable outcome of the transformation of the electrical architecture in new energy vehicles. The wiring harnesses of traditional fuel vehicles mainly serve low-voltage circuits and have relatively single functions. New energy vehicles not only retain low-voltage wiring harnesses to maintain basic electrical functions, but also need to add high-voltage wiring harnesses to handle power transmission and be equipped with high-speed data wiring harnesses to support the high-bandwidth communication required for intelligent driving. As a result, the wiring harness has been comprehensively upgraded in terms of functional dimensions and technical standards. Whether in the severe cold of the north, the scorching heat of the south, or on bumpy roads, dedicated wiring harnesses must maintain stable operation - they must withstand the continuous impact of high voltage and large current, resist extreme temperatures and mechanical vibrations, and effectively suppress electromagnetic interference. Multiple strict requirements have jointly driven the technological iteration and demand explosion of dedicated wiring harnesses.

High-voltage is the core engine driving the development of dedicated wiring harnesses. With the gradual implementation of high-voltage platforms such as 800V, the charging speed and energy efficiency of new energy vehicles have achieved a significant leap. However, this also places higher demands on the withstand voltage level and heat dissipation capacity of wiring harnesses. The insulating materials of traditional wiring harnesses are difficult to cope with high-voltage environments and are prone to breakdown risks. Specialized high-voltage wiring harnesses generally use high-strength insulating materials such as silicone rubber and cross-linked polyethylene to ensure stable performance within a wide temperature range. To address the temperature rise challenge caused by large currents, liquid cooling technology has begun to be applied to high-voltage wiring harnesses. By actively cooling and controlling the working temperature of the wiring harnesses, it ensures the safety of fast charging. In terms of shielding design, the dual shielding structure of "metal foil + woven mesh" is gradually becoming mainstream. It not only effectively supposes electromagnetic interference but also eliminates the risk of high-voltage leakage, comprehensively enhancing the reliability of power transmission.

The wave of intelligence has opened up a brand-new track for high-speed data wiring harnesses. With the gradual popularization of intelligent driving systems, sensors such as lidar and high-definition cameras generate massive amounts of data that require real-time interaction. The transmission rate of traditional wiring harnesses can no longer meet the demands. Specialized high-speed data harnesses have emerged. Among them, the in-vehicle Ethernet technology has significantly enhanced the efficiency of data transmission, while optical fiber harnesses, with their low attenuation and high bandwidth characteristics, have become the preferred choice for high-end intelligent driving vehicles. This type of wiring harness generally adopts multiple shielding and precise impedance control to minimize signal interference and ensure the accurate transmission of road condition information and decision-making instructions - from lane keeping to automatic parking, every smooth intelligent operation cannot do without the stable support of high-speed data wiring harnesses.

The goal of lightweighting has driven breakthroughs in the materials and processes of wiring harnesses. Range anxiety has forced new energy vehicles to be meticulous about every gram of weight. Traditional copper wiring harnesses, due to their high density, have become the focus of weight reduction. Aluminum wires are gradually replacing some copper materials due to their lightweight advantage, and their conductivity and oxidation resistance are enhanced through nano-coating technology. In more high-end models, carbon fiber composite material sheaths have begun to be applied, further reducing the weight of the wiring harness. This kind of lightweight innovation not only directly enhances the vehicle's range but also strengthens the product's market competitiveness by reducing energy consumption.

The profound transformation of the demand structure is driving the accelerated reconstruction of the industrial landscape. For a long time, the high-end wiring harness market was dominated by international giants. However, in recent years, Chinese domestic enterprises have risen rapidly thanks to technological breakthroughs. Domestic manufacturers have achieved large-scale mass production of high-voltage platform high-voltage wiring harnesses, successfully entering the supply chains of mainstream new energy vehicle manufacturers, and their market share has continued to increase. What is more worthy of attention is the enhancement of technological discourse power - the ultra-high voltage liquid-cooled wiring harnesses jointly developed by local enterprises and vehicle manufacturers have been adapted to the next-generation electric platforms, and the modular design has further optimized the layout and assembly efficiency of the wiring harnesses.

Looking ahead, the competition in dedicated wiring harnesses will focus on two major dimensions: "intelligence" and "greenness". In the direction of intelligence, intelligent wiring harnesses embedded with sensors can monitor temperature, deformation and other states in real time. The application of self-healing materials is expected to extend the lifespan of the wiring harnesses. In terms of green manufacturing, bio-based environmentally friendly materials are gradually being promoted, carbon footprints are continuously decreasing, and environmental protection regulations are also driving the continuous improvement of the wire harness recycling system. In addition, a hybrid architecture of "wired and wireless complementarity" is under exploration, and in the future, the wiring harness system will evolve towards a more concise and efficient direction.

From high-voltage safety to high-speed transmission, from lightweight innovation to green manufacturing, the development of new energy vehicles is reshaping the value chain of wiring harnesses. The continuous growth in demand for dedicated wiring harnesses is not only an industrial phenomenon but also a microcosm of the global automotive supply chain landscape's reconfiguration. These "neural veins" hidden inside the vehicle body are supporting the electrification and intelligence transformation of automobiles through continuous technological evolution and are increasingly becoming a key component of the core competitiveness of the entire vehicle.

To maximize performance, GNSS antennas have been optimized to receive signals from multiple satellite systems with different frequencies and modulation schemes. It usually contains radiation elements to capture signals, which are then guided and shaped through feeders and ground layers.

The placement and orientation of the antenna are of vital importance. It must avoid obstacles such as trees and buildings; otherwise, it may cause signal reflection and multipath interference, affecting performance.

The common types of GNSS antennas are as follows:

• Patch antenna: Composed of metal conductive patches on a dielectric substrate, with a ground layer at the bottom. It is compact, thin, performs well and is cost-effective, making it suitable for handheld and wearable devices.
• Helical antenna: It is in the shape of a helical coil, featuring high gain and circular polarization characteristics. It can reduce the influence of multipath interference and receive signals better than patch antennas. It is compact and lightweight, requiring no ground layer, and is used in unmanned aerial vehicles, unmanned ground vehicles, unmanned systems, high-precision navigation, military and security, smart agriculture, and handheld GNSS devices, etc.
• Choke ring antenna: Composed of concentric conductive cylinders surrounding the central antenna, it usually has a protective cover to withstand harsh weather when used outdoors. It has excellent phase center stability and polarization purity, can suppress radiation below the horizon and multipath, and is used in satellite navigation, surveying and geological surveying.

GNSS antennas receive positioning and timing data signals from satellite constellations and are applied in multiple fields such as intelligent transportation, navigation, measurement, and infrastructure inspection. They can receive signals from satellite systems such as the US GPS, the EU Galileo, China's Beidou, and Russia's GLONASS. Its working principle is to convert satellite electromagnetic waves into electrical signals, filter out noise and amplify it to a level that the receiver can handle. The receiver uses timed data to calculate the distance to the satellite and determines the user's precise position (latitude, longitude, altitude) by combining the information of at least four satellites with the trilateration method.

GNSS antennas are classified into active and passive types based on whether an external power supply is required.

• Active GNSS antenna: It requires an external power supply. The built-in electronic device can amplify the signal to overcome signal loss caused by cable attenuation or long cable operation.
• Passive GNSS antennas: Simpler and cheaper, without built-in electronic devices, they require GNSS receivers to amplify signals. They may have higher signal loss due to cable attenuation or being too long. They are used in cost-prioritized applications such as consumer GPS devices.

To ensure positioning accuracy and reliability, GNSS antennas collect signals from multiple frequency bands:

L1 band (~1575.42 MHz) : A major civilian frequency, compatible with most GNSS receivers, and used by GPS, Galileo, and Beidou.

L2 band (~1227.6 MHz) : Mainly used in GPS military applications, when combined with L1, it can enhance the signal robustness of some civilian applications in dual-frequency systems.

L5 band (~1176.45 MHz) : "Life Safety" band, designed for high-reliability applications such as aviation, with strong anti-interference ability.

E6 band (1260-1300 MHz) and B3 band: They help professional applications achieve multi-frequency accuracy and enhanced integrity, and are respectively used by Galileo (E6) and Beidou (B3).

Other frequency bands: including L6 of GPS, E1, E6, E5 of Galileo, G1, G2, G3 of GLONASS, B1, B2, B3 of Beidou, etc.

In terms of design, GNSS antennas have multiple performance requirements:

1. Impedance: 50Ω is the standard configuration for antennas and cables.
2. VSWR (Voltage Standing Wave Ratio) : It is usually less than 3:1 to ensure good impedance matching.
3. Return loss (RL) : A return loss greater than 6.0 dB indicates a low reflected power.
4. Efficiency: Over 50% can effectively receive signals.
5. LNA (Low Noise Amplifier) gain: The gain of an integrated or external LNA should typically be greater than 15 dB.
6. LNA noise figure (NF) : Ideally less than 1.0 dB to reduce the addition of noise.
7. Antenna gain: It measures the degree to which terminal signals are converted into radiated power. The higher the gain, the better the reception effect is usually.
8. Axial ratio: It measures the purity of circular polarization. The axial ratio of perfect circular polarization is 0 dB.
9. Phase center offset/phase center variation (PCO and PCV) : It indicates the precise electrical receiving point on the antenna and its variation with the signal Angle, which is important for high-precision applications.
10. Group delay: Instrument errors in the receiver and antenna can affect signal timing.

Relevant standards for GNSS Antennas Cable:

ETSI EN 303 413: European standard and CE RED requirements ensure that GNSS functionality meets the minimum interference tolerance, especially interference from adjacent frequency bands.

RTCA/DO-228 and RTCA DO-373A: Define the minimum operational performance standards (MOPS) for airborne GNSS antenna equipment, ensuring reliability and addressing spoofing risks for aviation applications.

Connection: A variety of connector types are used in combination with GNSS antennas, including: TNC, N, SMA, BNC, U.F.L and MMCX.

Type:

Microstrip antennas (commonly found in small devices, with small size and low cost);

Helical antenna (with high gain, suitable for complex environments);

Array antenna (multi-unit combination, enhancing anti-interference and directional reception capabilities).

Market and Application

Consumer-grade devices such as in-car navigation systems, drones, and smart phones;

Professional fields such as surveying and mapping, geological exploration, and precision agriculture (requiring high-precision antennas);

Scenarios with extremely high reliability requirements, such as aerospace and maritime navigation.

Intelligent transportation, vehicle testing, autonomous driving, navigation, surveying and geographic information systems, geospatial mapping, bridge and infrastructure inspection, as well as time synchronization.

In conclusion, GNSS antennas serve as the "bridge" connecting satellites and receivers, and their performance directly affects the accuracy, stability and signal capture capability of positioning

Quick connectors are a type of connector designed for the rapid and convenient connection and disconnection of lines or devices. Their core feature is to simplify the operation process, optimize the structural design, reduce the time and tool dependence required for connection, and ensure the reliability of the connection at the same time.

It is widely used in multiple fields such as electrical, optical fiber, pneumatic, and hydraulic. Although the functions of quick connectors in different fields vary, their design concepts are consistent: they can quickly complete the connection or separation without complex operations or professional skills.

Main features

Easy operation: Usually, the connection can be completed through simple actions such as plugging and unplugging, pressing, and rotating, without the need for cumbersome steps like screwing or welding, and even without special tools.

High efficiency and time-saving: Compared with ordinary connectors (such as those requiring screw fixation or fusion welding), it can significantly reduce connection time and is suitable for scenarios that require rapid assembly, maintenance or replacement.

Built-in locking mechanism: Most are equipped with anti-loosening design (such as snap-on, spring lock, thread lock), ensuring stable and reliable connection, anti-vibration and anti-detachment.

Strong adaptability: Some types feature water resistance, dust resistance, and resistance to high and low temperatures, making them suitable for complex environments such as industrial and outdoor Settings.

Common types (classified by field) :

Electrical quick connectors: Used for circuit connections, such as automotive wiring harness plugs and quick terminal blocks for industrial equipment, facilitating the rapid connection and maintenance of circuits. It is commonly found in fields such as automotive circuits and industrial automation equipment. For instance, various electrical connectors on a car can quickly connect the circuits in the automotive electrical system, facilitating assembly and maintenance. It usually has a locking mechanism, which can ensure the stability and reliability of the connection, and at the same time has good waterproof and dustproof performance to adapt to complex working environments.

Optical fiber quick connector: It is used to connect two optical fibers or optical cables to form a continuous optical path and is widely applied in scenarios such as optical fiber transmission lines. According to structure, they can be classified into mechanical connection type and hot-melt type. The mechanical connection type can be further subdivided into straight-through type and embedded type. Among them, the straight-through type has a simple structure and low cost, but it has higher requirements for the cutting end face of the optical fiber, etc. The embedded type has guaranteed return loss and requires less proficiency from the operator. Hot-melt type involves hot-melt butt welding of optical cables and pigtails through a fusion splicer. Although it offers a good connection effect, it has limitations such as high construction costs and the need for an operation platform. No fusion splicer is required. Rapid optical fiber connection is achieved through mechanical alignment, which is suitable for scenarios such as Fiber to the Home (FTTH) and emergency repair.

Pneumatic quick connector: Mainly used in pneumatic systems to achieve rapid connection and disconnection between air pipes. For instance, in the pneumatic control section of an automated production line, components such as air sources and cylinders can be quickly connected. It features convenient operation and excellent sealing performance. The appropriate model can be selected according to different air pressure requirements and air pipe specifications. For instance, in the pipeline connections of pneumatic tools and construction machinery, the air source can be switched quickly.

Hydraulic quick connectors: Commonly used in hydraulic equipment, such as the hydraulic systems of construction machinery. It can quickly connect hydraulic pipelines, facilitating the assembly, disassembly and maintenance of equipment. At the same time, it can effectively prevent hydraulic oil leakage and ensure the normal operation of the hydraulic system.

In conclusion, the core value of quick connectors lies in enhancing operational efficiency while ensuring connection reliability, and they are particularly suitable for scenarios with high requirements for timeliness and convenience.

CIQTEK has achieved a global milestone by completing the world’s first EPR spectrometer modernization project at Queen Mary University of London. The successful upgrade demonstrates CIQTEK’s strong technical expertise and dedication to providing efficient, high-quality services for researchers worldwide.

The project took place at Queen Mary University of London, within the School of Physical and Chemical Sciences, where the EPR research group had long relied on an aging EPR spectrometer. Over time, their system could no longer meet the demands of advanced magnetic resonance studies. Facing this challenge, the team sought a reliable and effective way to enhance their EPR capabilities without fully replacing their existing instrument.

Upon learning about CIQTEK’s comprehensive and industry-leading EPR modernization service, and after in-depth communication with the CIQTEK EPR team, the researchers identified the perfect solution. CIQTEK’s modernization approach provides a cost-effective path to extend the lifetime of existing EPR instruments while significantly improving performance through upgraded hardware, optimized control systems, and advanced functionalities such as continuous-wave (CW) EPR.

EPR Team Preparing the Shipment

In October 2025, CIQTEK’s installation and training engineers delivered a seamless, full-cycle service from shipping and on-site setup to professional user training. The modernization was completed efficiently, enabling the Queen Mary University EPR group to continue their research with a renewed and high-performance system.

CIQTEK and Queen Mary University EPR Teams

Dr. Liu, head of the EPR research team, shared his feedback after the completion of the project:

“This collaboration has far exceeded our expectations. The service efficiency was excellent, the training was thorough and well organized, and we are very satisfied with the test results. We look forward to working with CIQTEK again in the future.”

His comments perfectly reflect CIQTEK’s service principles: “Quality Service. Trusted Partner.”

We would also like to express our sincere gratitude to our UK partner, SciMed, for their valuable local support and coordination throughout the project. Their collaboration ensured smooth communication and timely progress at every stage.

About CIQTEK EPR Modernization Service

CIQTEK EPR Modernization & Upgrade Service gives existing EPR users a second life for their instruments. By replacing outdated control and detection modules with CIQTEK’s state-of-the-art technology, researchers can enjoy enhanced stability, sensitivity, and user experience comparable to new-generation spectrometers while keeping their original system platform. The service supports both continuous-wave and pulse EPR configurations and is compatible with a wide range of legacy models. Learn more about this service here. 

This successful project showcases CIQTEK’s commitment to scientific excellence, customer success, and continuous innovation in the global EPR community.

Looking ahead, CIQTEK will continue expanding its international service network and modernization solutions, empowering more researchers worldwide to revitalize their EPR systems and explore new frontiers in spin science with confidence and creativity.

Recently, the 2025 Nobel Prize in Chemistry was awarded to Susumu Kitagawa, Richard Robson, and Omar Yaghi in recognition of “their development of metal–organic frameworks (MOFs).”

The three laureates created molecular structures with enormous internal spaces, allowing gases and other chemical species to flow through them. These structures, known as Metal–Organic Frameworks (MOFs), have applications ranging from extracting water from desert air and capturing carbon dioxide, to storing toxic gases and catalyzing chemical reactions.

Metal–Organic Frameworks (MOFs) are a class of crystalline porous materials formed by metal ions or clusters linked via organic ligands (Figure 1). Their structures can be envisioned as a three-dimensional network of “metal nodes + organic linkers,” combining the stability of inorganic materials with the design flexibility of organic chemistry. This versatile construction allows MOFs to be composed of almost any metal from the periodic table and a wide variety of ligands, such as carboxylates, imidazolates, or phosphonates, enabling precise control over pore size, polarity, and chemical environment.

Figure 1. Schematic of a Metal–Organic Framework

Since the first permanent-porosity MOFs appeared in the 1990s, thousands of structural frameworks have been developed, including classic examples like HKUST-1 and MIL-101. They exhibit ultrahigh specific surface areas and pore volumes, offering unique properties for gas adsorption, hydrogen storage, separation, catalysis, and even drug delivery. Some flexible MOFs can undergo reversible structural changes in response to adsorption or temperature, showing dynamic behaviors such as “breathing effects.” Thanks to their diversity, tunability, and functionalization, MOFs have become a core topic in porous materials research and provide a solid scientific foundation for studying adsorption performance and characterization methods.

MOFs Characterization

The fundamental characterization of MOFs typically includes powder X-ray diffraction (PXRD) patterns to determine crystallinity and phase purity, and nitrogen (N₂) adsorption/desorption isotherms to validate the pore structure and calculate apparent surface area.

Other commonly used complementary techniques include:

• Thermogravimetric Analysis (TGA): Evaluates thermal stability and can estimate pore volume in some cases.

• Water Stability Tests: Assesses structural stability in water and across different pH conditions.

• Scanning Electron Microscopy (SEM): Measures crystal size and morphology, and can be combined with energy-dispersive X-ray spectroscopy (EDS) for elemental composition and distribution.

• Nuclear Magnetic Resonance (NMR) Spectroscopy: Analyzes overall sample purity and can quantify ligand ratios in mixed-ligand MOFs.

• Inductively Coupled Plasma Optical Emission Spectroscopy (ICP-OES): Determines sample purity and elemental ratios.

• Diffuse Reflectance Infrared Fourier Transform Spectroscopy (DRIFTS): Confirms the presence or absence of IR-active functional groups in the framework.

• Single-Crystal X-ray Diffraction (SCXRD): Provides precise structural information.

Below is a brief overview of sample preparation and key data analysis points for each characterization method.

1. Powder X-ray Diffraction (PXRD)

PXRD determines the crystal structure and phase purity. Experimental diffraction patterns are compared with simulated patterns from single-crystal XRD data to confirm phase purity. Samples are typically measured as powders pressed into pellets or loaded into capillaries, with rotation applied during measurement to avoid preferred orientation effects. Peak broadening usually indicates small crystallite size rather than poor crystallinity.

2. Nitrogen Adsorption/Desorption Isotherms

N₂ adsorption/desorption isotherms, measured at 77 K, are used to confirm pore structure, calculate surface area and pore volume, and evaluate pore size distribution. To ensure reliable measurements, samples must be fully activated to remove solvents, and sample mass is critical — the product of sample mass (g) and specific surface area (m²/g) should typically exceed 100 m².

Surface area is calculated using the BET model. Accurate BET results depend on proper selection of the linear region of the isotherm following Rouquerol criteria. Incorrect selection can lead to several-fold deviations in surface area (Figure 2, Table 1). CIQTEK Climber series instruments feature automated BET point selection, eliminating human error and providing reliable results even for MOFs.

Figure 2. (a) Rouquerol plot indicating correct data points (left of dashed line); (b) N₂ adsorption/desorption isotherms showing intervals used for BET plots c (green) and d (pink); (c, d) BET plots with p/p₀ ranges 0.17–0.27 and 0.004–0.05, respectively. Solid lines correspond to n(m) at p/p₀ (Rouquerol criterion iii), dashed lines correspond to 1/√C + 1 (criterion iv).

Table 1. BET areas, slopes, intercepts, C constants, monolayer capacities n(m), R², 1/√C + 1, and corresponding p/p₀ values for plots c and d in Figure 2.

3. Thermogravimetric Analysis (TGA)

TGA evaluates thermal stability and can roughly estimate pore volume based on solvent loss. The decomposition behavior depends strongly on the carrier gas (N₂, air, O₂), which should be noted in reports. Combining TGA with variable-temperature PXRD or adsorption experiments can verify structural stability after thermal treatment.

4. Scanning Electron Microscopy (SEM)

SEM observes crystal morphology and size, and can be combined with EDS for elemental analysis. Since MOFs are often insulating, charging artifacts can occur, usually mitigated by coating with a conductive layer (e.g., Au or Os). Accelerating voltage affects resolution and surface details: higher voltages yield clearer crystal outlines but may damage surface features. For EDS quantification, coating elements should be considered to avoid overlapping signals with target metals.

Figure 3. SEM images of PCN-222(Fe): with Os coating (a, c) and without coating (b, d), at 2 kV (a, b) and 15 kV (c, d). Scale bar: 5 μm.

5. Other Complementary Techniques

• ICP-OES/MS: Quantifies metal ratios and detects impurities or leaching; samples must be fully dissolved via acid digestion.

• NMR Spectroscopy: Dissolution NMR measures ligand ratios, residual modulators, and solvent removal; solid-state NMR probes ligand environments and molecular interactions.

• DRIFTS: Confirms characteristic functional groups in the framework and studies adsorption under gas flow or variable temperatures.

Combining multiple characterization methods provides a comprehensive view of MOFs’ structure, porosity, and composition, offering reliable support for performance analysis and mechanistic studies.

References:

1. Rouquerol, F. et al., Adsorption by Powders and Porous Solids: Principles, Methodology and Applications, Chapter 14, Academic Press, 2015.
2. Howarth, A. J. et al., Chem. Mater. 2017, 29, 26–39. DOI: 10.1021/acs.chemmater.6b02621