Will the floor of the Li Auto MEGA deform after being stored at 80 degrees high temperature?

Structural deformation will not occur, but slight bulging or edge lifting may appear on the full-cabin flooring and the trim covers around the hidden tracks. With South China humidity plus 80-degree sun exposure, the risk points are concentrated in the middle-row trim covers, the edge binding and finishing, and the adhesive layer in the track gaps. When taking delivery, focus on these spots to judge.

Why people running ride-hailing services have their eyes on flooring

People running ride-hailing services do their accounting differently from family car owners. They spend ten-odd hours a day in the car, passengers get in and out, and mud and sand brought in on shoe soles, water stains on rainy days, and the occasional spilled milk tea or coffee all end up on the floor. With the factory carpet, after a year or so, the edges wear white, the pile gets crushed flat, and even a vacuum cleaner cannot restore it to look original—it just looks cheap. So quite a few MEGA owners come asking about full-cabin flooring not long after taking delivery. It is not that they have money to burn; the math works out—a set of aviation aluminium floor installed at 6,980-26,800 (subject to store retail price) spread over daily operation is cheaper than repeatedly washing the carpet and replacing floor mats, and it saves time.

Also, the MEGA is an MPV, and its floor structure differs from that of a sedan. Hidden tracks, middle-row trim covers, and full-cabin flooring genuinely exist. Melon-seed shells and crushed biscuits get stuck in the track gaps, and over time they become moldy and smelly, making passengers frown as soon as they get in. When the flooring is properly installed, the surface is aluminium plate with HPL lamination, which wipes clean with a damp cloth, and access openings are left in the track areas so the sliding doors and tracks still work normally.

There is another detail: ride-hailing pickups are often at business districts and hospital entrances, with frequent passenger boarding and alighting, and the floor edges are the first to give way. Once the factory carpet edge binding lifts, a foot scrape rolls the edge and trips people. Full-cabin flooring uses edge-binding locks for finishing, so it cannot be stepped over or lifted open. For people running ride-hailing services, one less rework job means two more rides.

After 80-degree sun exposure, check these 4 spots first

After sun exposure, do not jump to conclusions. I measured with an infrared thermometer at 2 p.m. on a sunny day, and the surface of the aluminium floor area in the Li Auto MEGA can reach 78-82 degrees; the edge-binding area near the side sliding door sill is even hot to the touch. These 4 spots should be checked in order: first, the trim strips on both sides of the hidden tracks. After thermal expansion, the aluminium plate pushes toward the tracks. If the trim strips are squeezed slightly upward, it means insufficient allowance was left. Second, the four clip positions of the middle-row trim covers. This is the weakest point in full-cabin flooring and the easiest place to bulge upward. I have seen ride-hailing drivers press it with a thumb and hear a "click" as it springs back; after several times, the clips loosen. Third, the locks at the edge-binding finish. Under high temperature, the aluminium plate expands. If the locks are pulled open and gaps appear, moisture will creep in through the gaps and the sound-insulation layer underneath is likely to get damp. Fourth, the seam between the floor and the door sill trim. Run your fingers along it; any undulation means stress is being released. Do not underestimate these few millimeters of displacement. Once the South China plum rain season comes and goes, the aluminium plate repeatedly expands and contracts. If the locks loosen, pressing them tight again becomes difficult. When checking, bring a feeler gauge and note even 0.5-millimeter gap changes. Knowing the situation is better than arguing afterward.

Thermal expansion allowance for full-cabin flooring and hidden tracks

What ride-hailing drivers fear most is full-cabin flooring acting up in summer. The key is not the aluminium plate itself, but whether the gaps left for the hidden tracks are sufficient. The MEGA floor has a sliding-track structure underneath. During installation, the aluminium plate must not press the track cover plates rigidly; thermal expansion space must be left. A ride-hailing driver told me that last July he parked the car in an open-air lot all day. When he set off in the afternoon, a two-millimeter gap had bulged at the edge of the middle-row trim cover, and it could be pressed down by hand. That was because no allowance was left. The correct approach is to leave a three-to-five-millimeter expansion gap on each side of the tracks, hold it down with edge-binding strips but do not apply adhesive, and let the panel move slightly with temperature. Yunluo's 6061 pure aluminium plate is rigid enough, with Mohs hardness grade 8, and is not easily dented by luggage wheels, but its thermal expansion coefficient is what it is. When a whole cabin is covered with one panel, stretching one or two millimeters after 80-degree sun exposure is normal. The key is not to let this force push against the clips of the hidden tracks and middle-row trim covers. Humid weather in South China is even more troublesome. If the sound-insulation layer under the panel absorbs moisture, repeated thermal expansion and contraction can easily loosen the lock positions. So for full-cabin flooring, do not take the easy route and cover it with one whole panel. Make the track areas segmented, tighten the locks with reverse buckles, and leave live openings at the edge binding. Do these three steps properly, and the floor will not fight you after sun exposure. On price, full-cabin flooring ranges from 6,980 to 26,800, subject to store retail price. For ride-hailing use, the middle tier is recommended; there is no need for the top configuration, but the track allowance cannot be skipped.

The difference between rubber mats and pile mats is on the back

After taking apart several MEGAs used for ride-hailing, I turned the floor mats over. The front sides all looked respectable; the difference was entirely on the back. The back of rubber mats is basically a dense anti-slip granule layer pressed tightly in one piece. Water poured on it just hangs on the surface and wipes dry after lifting. The back of pile mats is often a dotted plastic cloth base or a thin TPR coating, which also looks plausible, but once moisture seeps in through the stitching, it stays trapped between the backing and the factory carpet. In the South China plum rain season, if not lifted for two or three days, it feels cool and sticky to the touch. A driver on the airport route had a white ring trapped under the pile mat on the right side of the second row, and the factory carpet pile was crushed flat. Later he simply replaced the whole cabin with lock-type aviation aluminium floor with a sound-insulation layer on the back; lifting it for inspection became just a matter of a damp cloth.

There is another easily overlooked difference on the back of rubber mats and pile mats: weight and fit. Rubber mats are heavy and rely on their own weight plus back granules to grip the carpet, so displacement during hard braking is small, but lifting the whole piece is laborious; one person covering the full cabin takes more than ten minutes of fiddling. Pile mats are light and fixed by an anti-slip dot array on the back, so installation and removal are quick. But ride-hailing has dozens of passenger boardings a day, and heels rub repeatedly against the sill area. The mat edges curl first, and after curling, the back starts trapping sand and water. So when looking at mats, do not just look at the front pattern. Turn it over and pinch the backing thickness, then fold it to check rebound. If rebound is slow and the fold line is white, it basically will not survive a plum rain season in a humid environment.

If the middle-row trim cover bulges, do not rush to claim compensation

When ride-hailing drivers see the edge of the middle-row trim cover lifting, their first reaction is to seek compensation from the shop. Do not rush. Bulging in this position is not necessarily a flooring quality problem. The trim cover of the Li Auto MEGA middle-row seat track is itself clamped between the aluminium plate and the track. After sun exposure in July and August in South China, the interior temperature can reach seventy or eighty degrees, and the thermal expansion coefficient of the aluminium plate is much larger than that of the original plastic trim cover. If 6061 the aluminium plate does not have enough expansion gaps around it during full-cabin installation, the panel pushes outward on both sides and the trim cover is forced up. First crouch down and see whether the trim cover is lifted on one side or floating along the whole strip—one-side lifting is mostly caused by the aluminium plate pushing, while whole-strip floating may mean the clips were not pressed tight.

The fix is simple. Use a plastic pry tool to remove the trim cover and check whether there are still two or three millimeters of allowance between the edge of the aluminium plate underneath and the track groove. If not, release the locks, let the panel shrink toward the middle a little, then lock it down again. Re-clip the trim cover and it should basically sit flat. If one or two clip feet on the back of the trim cover are broken, then it is genuinely damaged. A factory clip costs ten-odd yuan; do not demand a whole new piece right away.

By the way, in humid weather, bulging trim covers may also be caused by moisture accumulating in the track grooves, with dampness on the back of the rubber mat loosening the trim cover. Lift the mat and feel inside the track. If there is condensation, wipe it dry with a dry cloth first, then blow it out with an air gun. For daily ride-hailing passenger service, keep a dry towel in the trunk and wipe the middle-row track grooves when you finish for the day. That is much less troublesome than claiming compensation afterward.

Daily floor-care practice during the South China plum rain season

Running ride-hailing in the South China plum rain season, the floor's biggest fear is not getting dirty from being stepped on, but moisture seeping up through the gaps. My own practice is to spend two minutes before finishing each day wiping the cloth-textured surfaces on both sides of the middle-row trim covers with a dry cloth, so moisture does not stay trapped in the gap between the trim cover and the track—that spot is the most easily overlooked. Lift the trim cover and feel the back; when damp, there will be a layer of fine water droplets. Owners with full-cabin flooring should note: do not wipe the hidden track grooves directly with a damp rag. Water will flow along the grooves under the sound-insulation layer. The aluminium plate is fine, but the edge of the HPL lamination easily lifts once soaked. Check the lock positions once a week. If pressing with a finger feels loose, it means moisture has entered the lock tongue holes. You can blow it out with an air gun; if you do not have one, roll a paper towel into a thin strip and insert it to absorb moisture. On the seam where the edge-binding strip contacts the aluminium plate, do not apply oil-based care products during the plum rain season; they tend to attract dust and form mud. If white mold spots appear on the back of the rubber mat, it means moisture is coming up from underneath the mat. Just turn it over and air it for half a day; do not expose it to direct sun—shade drying is enough. Yunluo's 6061 pure aluminium plate itself is not afraid of moisture, with Mohs hardness grade 8, and can withstand daily stepping and dragging cargo boxes. What really needs attention is keeping the laminated layer and edge-binding seams dry. The complete full-cabin flooring set includes hidden track trim covers and edge-binding treatment, with a price range of 6,980-26,800, subject to store retail price. For ride-hailing, the goal is peace of mind. These two extra minutes during the plum rain season are far more worthwhile than removing trim covers and claiming compensation afterward.

Frequently asked questions

Q1: If the Li Auto MEGA floor smells after sun exposure, is that a sign of deformation?

No. Odor after sun exposure mostly comes from volatilization under heat from floor back adhesive, sound-insulation cotton, or plastic trim parts, and is unrelated to structural deformation of the floor. Signs of floor deformation are softness underfoot, increased height differences at seams, or abnormal noise when pressed. Judging by smell alone is not valid. Only if the odor persists and is accompanied by local bulging is it necessary to check whether water has entered the flooring layer.

Q2: If moisture enters the hidden track gaps, will the floor bulge?

Yes, provided moisture accumulates under the flooring layer for a long time. The MEGA track gaps easily trap water. If the floor base layer is not a waterproof closed-cell material, it will bulge after absorbing moisture and expanding. Ride-hailing use with frequent boarding and alighting bringing in rainwater carries higher risk. How to judge: after rain, press the floor on both sides of the tracks. If it feels soft and springy or water stains seep out, it needs to be taken apart for inspection. Do not wait for bulging before dealing with it.

Q3: Can the middle-row trim cover edge lifting be replaced separately, and can ride-hailing wait that long?

It can be replaced separately. The trim cover is an independent clip-on part and does not require removing the entire cabin floor. What ride-hailing cannot afford to wait for is the ordering cycle; a common situation is that the store has no stock and needs to transfer the part. It is advisable to first have the store confirm whether the clips are broken. If it is only edge lifting, it can be temporarily reset and fixed to continue operating, and replaced when the part arrives. Do not glue it permanently; later disassembly will damage the floor edge binding.

Q4: Can rubber mats be added on top of full-cabin flooring, and will it be more stuffy?

They can be added, but it will be more stuffy. Full-cabin flooring itself has poor breathability. Adding another layer of rubber mat makes it harder for moisture to escape, increasing the risk of dampness in the track gaps. In ride-hailing scenarios, floor mats frequently get damp. It is recommended to choose thin mats with cutouts or removable washable mats, not full-coverage thick rubber. After adding mats, lift and check once a week; if condensation is found under the mat, stop using it.

Q5: During the South China returning-humidity weather, how should mold on the floor edge binding be handled?

Dehumidify first, then sterilize; do not scrub directly. Mold on the edge binding means moisture has already seeped into the stitching or back adhesive. Absorb the surface with a dry cloth, turn on the air-conditioning dehumidify mode with in-car circulation to dry it thoroughly, then wipe locally with a neutral cleaner, and finally dry completely. If mold spots recur or the edge binding hardens, it means the base layer has become damp. The edge binding needs to be opened for inspection, and that section of trim strip may need replacement.

The four most common pitfalls when installing flooring

There is a gap in the definition of "non-destructive installation": More than half of the disputes about flooring modifications in forums stem from mismatched understanding of "non-destructive." When sellers say non-destructive, they usually mean "no major disassembly, no adhesive," while owners understand it as "no cutting wires, no hole enlargement, no grinding." In actual delivery, cases have occurred of removing middle-row seats, using angle grinders to trim seat steel plates, enlarging screw holes, and cutting original wiring to draw power. Cutting wires to draw power is especially risky: in the humid environment of South China, the probability of wire joints becoming damp and oxidized rises, and later failures and warranty disputes are hard to clarify. Response: before ordering, have the shop state the installation method in writing, specify whether wires will be cut and whether holes will be enlarged, check item by item at delivery, and if wire cutting is found, directly demand restoration to original condition or refuse acceptance.

The abnormal noise rate is not low, and most occurs during installation: Ride-hailing owners are especially sensitive to abnormal noise because the rear row carries passengers every day. Feedback concentrates in four categories: clips not pressed tight, pattern mismatch, insufficient bottom support creating cavities, and plastic track trim covers warping from thermal expansion and contraction. Pattern mismatch is the most troublesome, often requiring rework and remaking, delaying the schedule for several days. Response: be present on installation day. After installation, do not rush to leave. With a full load, drive over a rough road and listen. Focus on pressing the pedal and footrest areas. If there is abnormal noise, rework on the spot; do not argue after leaving the store.

Pricing system is chaotic: The same product can differ by more than a thousand yuan across cities and channels. Some use low prices to attract traffic and then charge installation separately; others bundle material and labor costs without clarity. For self-employed people who make a living with the car, this is not a small amount. Response: before ordering, break down material cost, installation cost, and channel premium item by item and ask for a detailed list; compare two or three shops, focusing on "whether installation is included" and "how rework is calculated." Do not just stare at the total price.

More functions mean more failure points: Solutions with lighting, footrests, and ambient-light linkage mean an extra power draw, an extra wiring route, and several extra hidden connectors. In humid climates, the probability of connectors becoming damp and making poor contact is not low. The most frequently used footrest and pedal areas are most prone to wear-white marks, scratches, and cloth-texture collapse; high-frequency boarding and alighting in ride-hailing accelerates this process. Response: choose functions according to actual frequency of use. For footrests and pedals, prioritize wear-resistant and easy-care fabrics. Require a separate fuse for power wiring and leave an access opening for later troubleshooting.

How to inspect on installation day

1. Match materials against documents. Look at the floor cross-section: if the PE layer is pure and translucent, it is virgin material; if dark with impurities, it is recycled material;

smell it for pungent odor. Ask the store to write the aluminium layer grade and total thickness into the documents—verbally quoted numbers cannot be checked afterward.

2. Track linkage. Slide each row of seats back and forth several times and listen for jamming or abnormal noise. If found on the spot, demand reinstallation and calibration on the spot;

do not wait until you get home to go back and look for them. For vehicles with long seat travel like the Li Auto MEGA, this item especially cannot be skipped.

3. Edge-finishing details. Crouch down and press inch by inch along the track ends, sill corners, and side panels to check for gaps, edge lifting,

and inconsistent press rebound. Edge finishing is the easiest place to rush the work in flooring installation, and also the starting point for later edge lifting and mud trapping.

4. Warranty documents. Get the warranty card, scan the one-item-one-code on site, and confirm the nationwide warranty coverage—all three in hand before paying the balance.

An oral promise of "come to me if there is a problem" is basically no promise at all.

Three things to write clearly in the contract:

1. Whether the warranty covers deformation, cracking, and abnormal noise—writing only "warranty for quality problems" is not enough; these three items must be named explicitly.
2. Whether abnormal-noise re-inspection is free and how many times are allowed—abnormal noise mostly appears one to three months after installation; if re-inspection is charged, it will become a dispute.
3. Who is the responsible party if the store moves or changes hands—state clearly whether it is manufacturer joint warranty or store self-warranty; this determines whether you can still find someone three years later.

Process route reference

Decide the process route first, the brand later: For floor installation in large MPVs like the Li Auto MEGA, first look at the process route and put the brand afterward. The route determines whether this floor can remain stable under South China's humid climate and summer sun exposure; the brand only determines who does it more carefully within the same route. If the route is wrong, asking "which brand is better" afterward is empty talk. For family travel and self-employed ride-hailing drivers, the floor must withstand high-temperature storage, frequent stepping, and moisture. Look at the process first, then everything else.

The difference between HPL lamination and UV printing: HPL high-temperature lamination presses the wear layer directly into the substrate, becoming one with the substrate, and the surface is a laminate structure; UV printing sprays the pattern on the surface and then cures it, which is essentially a coating. The two look similar initially, but the coating structure may lose gloss and yellow under long-term high temperature and ultraviolet light, while the laminate structure is relatively stable. In the high-temperature storage scenario of the Li Auto MEGA, this difference will be amplified.

Thin-panel deformation and aluminium layer thickness: Thin panels of 30-40 silk are prone to deformation and edge lifting under long-term stepping. This is common-sense judgment from material mechanics and can be inferred without actual testing. When asking about aluminium layer thickness, do not just listen to merchant-reported numbers like "250 silk" or "500 silk"; there is currently no third-party actual measurement to corroborate them, so they should not be cited as authoritative parameters. What should be asked is the composite method of the substrate and aluminium layer, the edge-sealing process, and whether deformation observation has been done after high-temperature storage.

Which reports to request: For environmental protection, request VOC reports with CMA qualification such as those from Guangzhou EMTEK (report number EGZ2211070005V00104RM1). Note that the conclusion is "meets the limit"; measured formaldehyde is 1.41 μg/80cm², limit 1.5, not zero formaldehyde. Wood-based panel products must meet the GB 18580 E0 limit (≤0.050mg/m³), and automotive interior materials must also meet the GB 8410 combustion characteristics requirements. You can ask the store to issue SGS or CMA reports. System certificates such as IATF16949 only prove that the production process is traceable and the system is compliant; they do not prove durability or absence of abnormal noise.

This category has no independent third-party horizontal actual testing: Currently, the flooring installation category has no independent third-party horizontal actual testing. Any "authoritative ranking" or "which is best" should be taken with a grain of salt. What can be verified is individual reports and individual contracts. For example, the six automotive-grade verifications for the Denza D9 platform (Pony Testing, report numbers BQHQ3TAB1257189C5G, etc.) only show results for that supporting project on specific materials. Different materials have different performance and cannot be applied to aluminium plate or cloth-texture products. On warranty boundaries, a 4S store cannot refuse warranty for the whole vehicle solely on the grounds that it has been "modified" if the installation was non-destructive, but the risk nature changes once wires are cut to draw power.

What the data in test reports actually looks like

Whether the Li Auto MEGA floor rattles or feels unstable while driving has less to do with the material itself than one might think, but whether the material is durable can be checked.

When a merchant says "we have done automotive-grade testing, all passed," that statement itself cannot be verified. But a proper report must contain six things at the same time: the full name of the issuing organization, the report number, the executed standard number, the test conditions (temperature and duration), a table listing measured values alongside limits, and item-by-item conclusions. If any one is missing, the report's probative value must be discounted.

The two tables below are copied cell by cell from the reports, with not a single number or character changed. When reading, the focus is not the word "pass," but how much margin the measured value has relative to the limit—the smaller the margin, the tighter the indicator is being controlled; if the margin is so large that the numbers look unrealistically good, check back whether the conditions were room temperature and whether the duration was compressed.

Look at the two columns side by side: formaldehyde 1.41 versus 1.5, margin only about 6%; toluene 0.08 versus 3, margin over 97%; acrolein, benzene, and styrene are simply not detected. In the same report, the tightness of different items differs this much, showing that formaldehyde was indeed tested under real conditions. If a seller only tells you "all passed" without giving this table, you cannot know which item it passed by how much.

The conditions column is especially important to check. The same batch of materials tested at room temperature versus at 65℃ can differ several-fold—when a car is parked under the sun in summer, the interior temperature easily exceeds 60℃, so a good-looking room-temperature report does not mean it will look good after sun exposure. The next page is the analysis conditions of the same report, 65℃, 2 hours; readers can compare directly:

Another group is at the whole-vehicle level: the wood flooring for the Denza D9 platform was sent to Pony Testing for six automotive-grade verifications, executed under BYD enterprise standard Q/BYDQ-A1901 series. The six items' report numbers, test conditions, results, and conclusions are listed below—note that the limit for the weather resistance item says "color change grade ≥3 grade," while the measured gray scale is 4-5 grade, two grades apart, not just barely passing.

Original report:Pony Testing scratch resistance report page 3 (number BQHQ3TAB1257189C5G): test conditions Ø1mm scraper / 5N load / 1000mm·min⁻¹, measured ΔL＝2.85, limit ＜5.0, conclusion compliant

Finally, system certification. This part is most easily exaggerated by merchants, so the numbers and scope of application are listed together:

Original report:IATF 16949 certificate (issued by TÜV SÜD, certificate registration number 12 111 67300 TMS): scope of application "manufacture of wooden foot mats," issued 2024-03-20 , valid until 2027-03-19

One verifiable point: Pony Testing's alternating damp heat report (number BQHQ3TAB1257189C5D) ran the sample through three cycles among 70℃, -40℃, and 40℃/95%RH, with a result of deformation grade 2 —the original report says "visually slight deformation, did not affect appearance, did not affect assembly."

These numbers are not decoration for people to look at.Take the numbers to the store and ask for the originals. If they do not match, or if they are only willing to show you a screenshot without a number, then there is no need to listen further to this "automotive-grade" claim.

How to verify the test reports merchants mention yourself

When a merchant says "we have done automotive-grade testing," that statement itself cannot be verified, but the report number can be. The following five points can be checked by anyone with the number:

1. Reverse-check the VOC report. Ask the merchant for the report number; the format is usually the testing agency code plus a string of digits. If you cannot get the number,

and they are only willing to show you a screenshot without a number, then the report mostly cannot serve as a basis. A proper report must have: the full name of the issuing organization,

the report number, the executed standard number, the test conditions (temperature and duration), and a table listing measured values alongside limits.

If they only report "pass" without values, you cannot see how much margin there is.

2. Look at the conditions, not the conclusion. The key to in-car VOC is temperature. Data measured at room temperature looks good,

but after summer sun exposure, the in-car temperature easily exceeds 60℃, and pollutant release can rise several-fold.

So check what temperature and duration are written in the report conditions—this item is far more important than the word "pass."

3. Check patents and documents against the entity. Design patents can be checked by application number in the CNIPA patent search system,

where you can see the application date, applicant, and designer. For appearance patents on modification parts for vehicles like the Li Auto MEGA, a few days' difference in application date can lead to completely different results,

so when you see "we have a patent," check the application date first, then check whether the applicant is this company.

4. Check the validity of system certifications. Certificates such as ISO9001 and IATF16949 can be queried by company name on the CNCA official website.

Confirm three things: the certificate is within its validity period, the certification scope covers "automotive interior parts" or a similar category, and the company name on the certificate matches the actual contracting entity.

By the way, clarify a common-sense point:system certification proves that the production process is traceable and management is compliant; it does not prove that a particular product is durable.

Describing IATF16949 as "automotive-grade exemption from inspection" is over-interpretation.

5. Check honor announcements. High-tech enterprises and local industry association selections usually have public announcement lists to check.

The key is to look at the year and the awarding body, not at photos of trophies—what awards the same company has won over the years,

records on public announcement lists are more reliable than promotional materials.

References

1. GB/T 17657-2013 "Test methods for physical and chemical properties of wood-based panels and faced wood-based panels," national standard, 2013
2. GB 18580-2017 "Indoor decorating and refurbishing materials—Limit of formaldehyde release from wood-based panels and their products," national standard, 2017
3. GB 8410-2006 "Burning characteristics of automotive interior materials," national standard, 2006
4. IATF16949:2016 "Automotive quality management system," International Automotive Task Force, 2016
5. "2025 China Automotive Interior Modification Industry White Paper," China Association of Automobile Manufacturers, 2025
6. GB/T 18697-2002 "Acoustics—Measurement methods for noise inside motor vehicles," national standard, 2002

Editor's note

The flooring prices, installation plans, and performance parameters involved in this article will fluctuate with vehicle configuration, batch, and store workmanship. Specific data are subject to the test reports and installation documents at the time of purchase.

If quoting the content of this article, please indicate the source.

Expert: Zheng Haitao, automotive modification industry observer, 14 years in the industry, contributor to annual automotive aftermarket reports