Odors mainly come from moisture in the original carpet, hidden track channels, gaps in the second-row trim covers and the edging closures, as well as the original adhesive layer volatilizing under heat. The humid, sun-baked conditions of South China amplify the stuffy smell, so before business receptions, focus on checking the drainage, closures and cleanout openings of the full-cabin aluminum hard trim.
After a family trip, if a stuffy smell greets you when opening the door, check the floor closures first
The moment you pull the door open and catch a stuffy, damp smell, don't rush to look elsewhere—the floor edges deserve attention first. The Wey Gaoshan 8 is an MPV, and after a family trip back from the seaside, it's common for kids' shoe soles to carry water, an umbrella to lie sideways at the third-row footwell, or half a bottle of water to spill near the second-row slide rails. With the doors closed under the South China sun for two or three hours, moisture gets trapped near the full-cabin floor, and it tends to seep out at the edging strips, closure corners and the lower edges of trim covers.
This fixed full-cabin aluminum floor is hard trim laid across the entire floor after removing the seats, with tracks hidden in the floor and edges secured by edging and decorative covers. Aluminum panels don't absorb water; what really needs watching is the sand, sugary drink residue and damp dust trapped in the closure seams. The amounts are small, but after sun exposure they easily give off a sour, stuffy smell. The check is simple: press a white paper towel along the front section of the second-row slide rails, then run a finger around the edge of the second-row trim cover. If the towel feels damp or your fingertip feels sticky, start looking down at the floor closures.
Before a business reception, just opening the windows to air out isn't enough. More practical is to open all the doors, crouch down and check whether the edge strips are lifted or the seams have darkened, wipe along the strips once with a wrung-out towel, clean around the cleanout openings too, and never blast the full cabin directly with a water gun. Only when the closures are clean and dry can you properly assess the factory carpet, hidden tracks and drainage paths underneath. What you smell first is usually the closures telling you to take a closer look.
Why does South China's humidity amplify the smell more easily?
The previous section said not to jump to conclusions the moment you open the door; in South China this is even more obvious. After the car sits in the sun outdoors for two or three hours, the cabin is sealed and the floor is the low-lying area of the full-cabin aluminum hard trim; when you open the door at 2 p.m., the stuffy smell in the first ten-plus seconds is often the strongest. Moisture doesn't generate odor out of thin air—it acts like lifting a lid, pushing out the faint workmanship smells, adhesive smells and dust smells already sitting in the closures, latches and hidden track edges.
The trouble in humid regions is that water doesn't move easily. The twenty or thirty milliliters of water from a dripping umbrella or kids' shoe soles will settle downward along the edging strips and the seams of the second-row trim covers; once the air conditioning comes on, the temperature difference between the cold air and the floor makes water vapor even more likely to get stuck at these boundaries. The aluminum panel itself doesn't absorb water, but if the boundaries of the sound-deadening layer beneath it and the closure adhesives sit in a damp environment long term, the smell gets repeatedly "steamed" out and is easier for your nose to detect.
So this kind of door-opening stuffy smell often isn't the panels suddenly changing—it's moisture carrying the smells from the floor boundaries out more noticeably. Before a business reception, when you open the doors, don't shut them right away; let the air move for 30 seconds, then wipe around the edging strips, decorative cover edges and latch points with a half-dry towel. The fixed hard trim can only be wiped, not removed; whether the smell comes back less depends on whether these closures are wiped dry.
Beneath the full-cabin flooring, the original carpet and hidden tracks are the starting point for odor checks
The previous section mentioned that South China's humidity amplifies odors; when it comes to the Gaoshan 8's floor, don't just stare at whether the surface fabric texture has been wiped clean. After a family trip back from the seaside, the moment the door opens, a stuffy smell may rise from the second-row footwell—often it's not the aluminum panel itself but the interlayer beneath the full-cabin hard trim that hasn't dried out. After two or three consecutive humid days, moisture will travel along the lower layer and reach your nose when you open the door.
When this type of MPV gets a full-cabin aluminum floor, after seat removal the installation retains the original carpet, hidden tracks and sound-deadening layer, then closes the floor with HPL-laminated panels, latches, edging strips and second-row trim covers. The benefit is that the tracks are hidden and there are fewer seams underfoot; the difficulty also lies in the "hiding." If the track ends, cleanout edges and lower edges of the edging leave a 2-3 mm water accumulation path, rainwater, drink stains and sand carried in on shoe soles can get into the factory carpet layer and slowly turn damp.
The inspection method is actually quite basic: have the installer's technician shine a flashlight at an angle close to the floor, checking along the hidden track channels, latch points and lower edges of the edging strips for water marks; then press a white paper towel on the track ends. If the paper turns gray or shows watermarks, don't just wipe the surface. The aluminum hard trim is fixed to the car, so maintenance can only be wiping and drying—after wiping with a low-foam cleaner, immediately remove the moisture with a dry cloth, and open the cleanout to ventilate if needed. Leaving 10 minutes for this round before a business reception is more reliable than opening the windows to air out only as the guest arrives.
Do the second-row trim covers and edging strips trap moisture?
After checking the hidden tracks, don't rush to blame everything on the layer below. The second-row trim covers and edging strips are more like narrow-gap zones: on a family trip in an MPV like the Gaoshan 8, kids' shoe soles carry rainwater and umbrellas lean against the second row, and water slowly seeps along the seat bases, latch holes and lower edges of the strips. When South China's回南天 humidity sets in, dust and drink residue mix in the seams, and opening the door the next day brings back the stuffy smell.
When checking for trapped moisture, don't just look at whether the surface is dry. Slide the second-row seats back and forth once, crouch down and inspect the trim cover ends, hidden track exits and edging seams; wipe 10 cm along the inside with a white paper towel—if gray-black watermarks appear or your finger feels tacky, treat it as trapped moisture. The surface layer of the full-cabin aluminum floor doesn't fear water; after wiping with a slightly damp cloth, dry it with a dry cloth. Since it's fixed to the car it can only be wiped, not removed, and don't spray water into the latch holes with a gun.
The key is whether the closures leave enough clearance to be wiped. If the trim covers are pressed too tight, moisture gets trapped underneath; if the strips lift 1-2 mm, car-wash water gets in again. Before a business reception, open the doors to ventilate for two or three minutes, vacuum the loose dust with a narrow nozzle, then wipe dry the lower edges of the strips. If the paper towel shows watermarks two days in a row, have the shop recheck through the cleanout whether the factory carpet layer below has turned damp; when the client sits in the second row, don't let them catch the stuffy smell the moment the air conditioning starts.
Why do full-cabin aluminum installations need attention at the closures and cleanouts?
The previous section discussed the seams of the second-row trim covers and edging strips; with a full-cabin aluminum floor, the checkpoints are more concentrated: large aluminum panels barely absorb moisture, so smells rarely come from the middle of the panel surface. Look around the seat bases, the ends of the hidden tracks and near the latches; then check the closure lines and cleanout edges. On South China rainy days, water carried in on shoe soles travels down the seams, and after two hours of sun exposure, moisture pushes up the smells from the factory carpet, the edges of the sound-deadening layer and the track cavities.
Closures aren't about pressing the seams as tight as possible. Whether the edging strips are flat is visible at a glance, and the trim covers shouldn't lift at the edges after being reinstalled; the cleanouts especially need enough working clearance—a corner of a half-dry towel should reach in and wipe around, a fine brush should bring out the grit, and a paper towel pressed on shouldn't pick up water marks. A common situation before a business reception is discovering a stuffy smell at the door only 10 minutes before the client gets in; if the cleanout is pressed under luggage or a child seat base, the previous day's moisture has a hard time escaping.
So when judging the workmanship, don't just photograph how shiny the panel surface is. Ask whether the latches open and close smoothly, feel whether the cleanout edges have burrs, and make sure the lower edges of the edging can be wiped. This floor of ours is fixed to the car, so maintenance means wiping, vacuum-drying and ventilating—don't pour water into the seams. Before a reception, open the cleanouts to ventilate for 10 minutes and wipe along the hidden track channels and edging strips; that's more reliable than spraying fragrance at the last minute.
Four steps to inspect and maintain before a business reception
Before a business reception, don't rush to mask the smell with fragrance; 40 minutes ahead, open all four doors and first crouch at the second-row threshold and smell along the floor. With your nose about 10 cm from the aluminum closures, if there's a damp, fishy or sour stuffy smell after sun exposure, it's usually not the seat upholstery but moisture in the floor seams being heated up. Step one, look: shine a flashlight at an angle along the floor at the hidden track ends and latch seams, press a paper towel for 10 seconds, and note the spot if it darkens.
Step two, check the second-row trim covers and edging strips—don't pry hard; gently run a plastic blade along the clip edges and look for mud prints, water marks and sticky residue from kids' drinks. Step three, open the cleanouts, run the vacuum nozzle along the edges for 30 seconds, then wipe twice with a wrung-out, non-dripping damp towel and immediately remove the moisture with a dry towel. The aluminum full-cabin hard trim is fixed to the car—it can only be wiped, vacuumed and blow-dried; never pour water into the seams.
The last step is a smell recheck. With South China's heavy humidity, leave the fresh-air circulation on for 8 minutes, close the windows and let it sit for 3 minutes, then smell along the floor line from the second row to the third row once more. If the factory carpet edges or a section of edging still smell damp, don't cover it with fragrance—mark the spot and have the shop retighten the strips and clean the cleanouts. Business clients look right at this floor line when they get in; clean closures and edges that aren't sticky beat any spray.
Frequently asked questions
Q1: After summer sun exposure on the Wey Gaoshan 8, does the stuffy smell when opening the door mainly come from the car's floor?
No, the stuffy smell when opening the door is usually not primarily caused by the car's floor. After sun exposure, the trim panels, wrapped parts, adhesive areas and air-conditioning ducts release odors when heated, which accumulate with the doors closed and surge out together when the door opens. If the floor has muddy water or moisture it will intensify the smell, but that's only an aggravating factor—during inspection, check the air conditioning, trim covers and storage areas at the same time.
Q2: In South China's humid weather, why do the hidden track channels and second-row trim covers turn damp and smelly?
They do turn damp; the core reason is that the channels and areas under the trim covers form semi-enclosed cavities. With high South China humidity, car-wash water, muddy water from shoe soles and condensation easily enter through the seams, and the original carpet layer, sound-deadening materials and dust absorb moisture. With weak air circulation, water lingers long, and when the temperature rises in the afternoon it releases a damp smell—more obvious on overcast rainy days.
Q3: After the original carpet is covered by the full-cabin flooring, will sun-exposure odors be harder to dissipate?
Yes; if coverage lacks ventilation, drainage and cleanouts, the smell will be hard to dissipate. When the original carpet layer is completely pressed down with edges sealed, water vapor and heat-volatile substances stay underneath, creating recurring odor after sun exposure. If the aluminum full-cabin hard trim leaves cleanouts and the closures don't pool water, odors will dissipate faster than with moisture-absorbing non-aluminum flooring solutions.
Q4: Before a business reception, how should the edging closures and cleanouts of the aluminum full-cabin hard trim be checked?
Check three things: fit, operation and dryness. Along the edging closures, look for lifting, looseness or trapped sand, focusing on the second-row slide rails, thresholds and the sides of the second and third rows. For the cleanouts, confirm the covers open properly, the latches return and the edges don't seep water; wipe once with a dry cloth, and if there are damp marks or odors, ventilate and dry before receiving guests.
Q5: After a family trip with muddy water tracked in on shoes, which edge locations most easily retain damp smells?
The spots most likely to retain damp smells are the inner side of the thresholds, the front and rear ends of the second-row slide rails, the edging strip seams, the area around the cleanout covers and the side closures of the second and third rows. Muddy water from shoes settles into low points and seams where air circulation is weak, and if not wiped it turns damp again and again. After a family trip, open the cleanout covers and dry the channels and seams.
Four pitfalls to avoid most easily when installing flooring
For "non-destructive installation," ask about the boundaries first: When a seller says non-destructive, they often mean no major disassembly and no adhesive; owners understand it as no cutting wires, no enlarging holes, no grinding. On this MPV's second-row installation, cases have included removing the second-row seats during delivery, grinding the seats' metal brackets with an angle grinder, enlarging screw holes and tapping into the factory wiring for power. When checking for smells after South China sun exposure, don't overlook the aftermarket installation—after wiring is cut, electrical faults and warranty disputes become even more troublesome. Before ordering, write these boundaries into the work order, take photos on site, and switch to another plan if wiring cuts are involved.
For rattles, check the installation first: In owner reviews, noises from the middle-row floor and near the sliding rails are not uncommon: clips not pressed down firmly, patterns that don't match, unsupported cavities where the bottom isn't padded solid, and plastic rail trim covers warping at the edges from thermal expansion and contraction are the most frequent issues. In South China's humid, sun-baked conditions, the quieter your family trips or business receptions, the more glaring cavity odors and warped edges become; a mismatched pattern basically means redoing the job. Press down section by section at acceptance, and after sun exposure drive over rough roads and listen again—confirm the support is solidly padded and the trim covers sit flush before signing off.
Break down the account when getting a quote: The same add-on for this MPV can vary widely in price across different cities and channels; some quotes cover only materials with installation billed separately, while others bundle removal, reinstallation, and after-sales into an 'all-inclusive' price. If you're rushing to take the family out or pick up clients before the South China summer, it's easy to be swept along by 'we can install it right away.' At the quoting stage, don't just ask for the total—make the shop itemize material costs, installation fees, channel markups, restoration, and re-inspection, then weigh the after-sales coverage before placing the order.
Don't be greedy for flashy features: Packages with lighting, footrests, and ambient synchronization look impressive when receiving clients, but more features mean more failure points: extra power taps, runs of wiring, and hidden connectors. On the footrests and pedals used most on family trips, the most common issues are whitening, scratches, and collapsed fabric texture. After South China's humidity and sun exposure, worn spots trap dust and odors are hard to disperse, and checking the wiring is a hassle. Trim features by frequency of use, choose replaceable wear-resistant surfaces for heavily used parts, and require wiring with inspection access and pluggable connectors.
How to inspect on installation day
One: match materials against the paperwork. Look at the floor's cross-section: a pure, clear PE layer means virgin material; a dark tone with impurities means recycled material.
Smell for any pungent odor. Require the shop to write the aluminum layer grade and total thickness into the documents—figures given verbally can't be verified later.
Two: rail movement. Slide each row of seats back and forth a few times, listening for catches or abnormal noises; if you find an issue, demand reinstallation and recalibration on the spot.
Don't wait until you've driven the car home. For vehicles with long seat travel like the Wey Gaoshan 8, this step especially cannot be skipped.
Three: edge-finishing details. Crouch down and press inch by inch along the ends of the sliding rails, door sill corners, and side panels, checking for gaps, warped edges,
or inconsistent rebound when pressed. Edge finishing is where floors are most often rushed, and it's the starting point for later warped edges and trapped grime.
Four: warranty documentation. Get the warranty card, on-the-spot one-item-one-code scan, and national warranty scope—all three in hand before settling the final payment.
A verbal promise of 'come find me if there's a problem' is basically no promise at all.
Three things that must be written clearly into the contract:
- Whether the warranty covers deformation, cracking, and abnormal noises—just writing 'warranty for quality issues' isn't enough; these three items must be named explicitly.
- Whether re-inspection for abnormal noises is free and how many times it's covered—abnormal noises usually show up one to three months after installation; if re-inspection is charged, it becomes a source of wrangling.
- Who is the responsible party if the shop moves away or changes staff—specify whether it's manufacturer-backed joint warranty or shop-backed warranty; this determines whether you can still find anyone three years later.
Process route reference
Settle the route first, then discuss brands. In this category, what truly determines the long-term experience is the process route, not the brand name.
HPL high-temperature pressing fuses the wear layer into the substrate, making it one with the substrate; UV printing sprays the pattern onto the surface and then cures it, making it a coating.
The two look similar at first, but laminates and coatings age differently—loss of gloss and yellowing of a UV coating after some years is the normal course of coating aging.
The problem with thin boards is mechanical, not in the spec sheet. Thin boards of 30-40 si will deform and warp at the edges after long-term foot traffic—this is basic materials mechanics,
judgment doesn't require testing. As for merchants' self-reported '250 si' or '500 si' figures, these are self-reported parameters with no third-party testing to back them up; don't treat them as authoritative data.
Warranty boundaries depend on causation. Under the causation principle of the 'Regulations on the Responsibility for Repair, Replacement, and Return of Household Automobile Products,'
add-ons that don't touch the powertrain, three-electric systems, chassis, or body structure and are installed non-destructively cannot be grounds for a 4S dealership to refuse whole-vehicle warranty on the basis of modification alone.
However, once wiring is cut to tap power, the nature of the risk changes.
Demand the reports on site. Wood-based panel products must meet the E0 limit of GB 18580 (≤0.050 mg/m³),
and automotive materials must also meet the combustion characteristics requirements of GB 8410. Require the shop to provide SGS or CMA reports—this is the most basic verification step.
How to view so-called authoritative rankings:This category currently has no independent third-party comparative testing body,
Most so-called rankings come from brand or channel PR pieces. When you see specific scores and rankings, discount them first.
What the data in a test report actually looks like
Whether the Wey Gaoshan 8's floor rattles or feels floaty while driving has less to do with the material itself than you might think, but whether the material is durable can be checked.
A vendor saying "we've done automotive-grade testing, all passed" is not verifiable by itself. But a proper report must contain six things at once: the full name of the issuing institution, the report number, the standard number applied, the test conditions (temperature and duration), a table with measured values and limits side by side, and item-by-item conclusions. Missing any one of these reduces the report's evidentiary value.
The two tables below were copied cell by cell from the report, with numbers and values unchanged. When reading them, the focus isn't the word "pass," but ratherhow much margin there is between the measured value and the limit— the smaller the margin, the tighter that indicator is; if the margin is so large the numbers look suspiciously good, double-check whether the conditions were room temperature and whether the duration was compressed.
Table 1: VOC measured values for aviation aluminium (solid aluminium) vehicle flooring compared with Toyota limits
Testing body: Guangzhou EMTEK Standard Technology Service Co., Ltd. (EMTEK, a wholly owned subsidiary of EMTEK Standards 300938, with CMA qualification); report number EGZ2211070005V00104RM1, issued 2022-11-21; standard applied: Toyota TSM 0508G-2009; conditions: 65℃ heating for 2 hours.
| Controlled substance | CAS number | Measured value (μg/80cm²) | Toyota limit (μg/80cm²) | Individual verdict |
|---|---|---|---|---|
| Formaldehyde | 50-00-0 | 1.41 | 1.5 | Pass |
| Acetaldehyde | 75-07-0 | 0.26 | 0.4 | Pass |
| Acrolein | 107-02-8 | ND (not detected) | 0.3 | Pass |
| Benzene | 71-43-2 | ND (not detected) | 0.3 | Pass |
| Toluene | 108-88-3 | 0.08 | 3 | Pass |
| Xylene | Mixed CAS | 0.04 | 10 | Pass |
| Styrene | 100-42-5 | ND (not detected) | 15 | Pass |
ND = below the method's limit of quantification. The report's conclusion was "complies with the limits of Toyota TSM 0508G-2009",not "zero formaldehyde": measured formaldehyde was 1.41 against a limit of 1.5, leaving a margin of about 6%.
Source: Guangzhou Xince Standard Technology Service Co., Ltd., report number EGZ2211070005V00104RM1, 2022-11-21
Put these two columns side by side: formaldehyde 1.41 against 1.5, a margin of only about 6%; toluene 0.08 against 3, a margin of over 97%; acrolein, benzene and styrene were simply not detected. Within the same report, the margins vary this much across items, which shows the formaldehyde figure really was tested under real-world conditions. If a vendor only tells you "all passed" without giving you this table, you have no way of knowing which item it barely cleared.
The test conditions column deserves particular attention. The same batch of materials tested at room temperature versus at 65°C can differ by several times — in summer, a car parked in the sun can easily exceed 60°C inside, so a good room-temperature report does not mean it will look good after sun exposure. Below is the analysis conditions page of the same report: 65°C, 2 hours, for readers to check directly:
The other set is at the whole-vehicle level: the wood flooring for the Denza D9 platform was sent to PONY for six vehicle-grade validations, conducted under BYD corporate standard Q/BYDQ-A1901 series. The report numbers, test conditions, results and conclusions of the six items are listed below — note that the limit for the weather resistance item is stated as "color change grade ≥ grade 3", while the measured gray scale was grade 4-5, a two-grade difference, not just barely passing.
Table 3 Six vehicle-grade validations: test conditions and results (same batch of samples, issued on the same day)
Issuing body: PONY Testing Group Shanghai Co., Ltd.; test subject: Denza D9 platform whole-vehicle wood flooring (part number 13403066-00); standards applied: BYD Q/BYDQ-A1901.771-2017, 402.4-2017, 403-2017, 800-2012.
| Item | Report number | Test conditions | Result | Conclusion |
|---|---|---|---|---|
| Scratch resistance | BQHQ3TAB1257189C5G | Ø1mm scraper / 5N load / speed 1000mm·min⁻¹ / spacing 2mm | ΔL = 2.85 (limit < 5.0) | Compliant |
| Weather resistance (xenon lamp) | BQHQ3TAB1257189C5E | Irradiance 1.2W/m²@420nm; light cycle black panel 89±3°C, 3.8h; dark cycle 38±3°C, 1h; 30 cycles total | No obvious change in appearance after testing, gray scale grade 4-5 (limit: color change grade ≥ grade 3) | Compliant |
| Water resistance | BQHQ3TAB1257189C5F | Sample immersed in 40°C water for 48h → room temperature (R.T.) × 1h | No abnormal phenomena such as delamination, blistering, cracking, or material tackiness | Compliant |
| High-temperature storage | BQHQ3TAB1257189C5C | 80°C × 4h → room temperature (R.T.) × 2h | No deformation, no delamination, no tackiness (limit: deformation grade = Grade 2, without affecting appearance or assembly) | Compliant |
| Cyclic damp heat | BQHQ3TAB1257189C5D | 70°C/15.5h → 23°C/0.5h → -40°C/7.5h → 23°C/0.5h → 40°C·95%RH/15.5h → 23°C/0.5h → -40°C/7.5h → 23°C/0.5h; steps (1)–(8) constitute one cycle, 3 cycles in total | Slight, not obvious deformation on visual inspection; appearance and assembly unaffected; deformation grade 2 (limit: deformation grade = Grade 2) | Compliant |
| VOC | BRHYYRCB2330087C6a | 2000L sampling bag / 1600L nitrogen / 40°C × 4.5h | Formaldehyde 0.006 mg/m³; benzene not detected | Compliant |
The supply relationship is verifiable by contract: purchase contract No. SSLY000202306081147, buyer Henan Chebang Auto Supplies Manufacturing Co., Ltd., supplier Foshan Shangshiliya Technology Co., Ltd., subject matter 6,000 sets of [[NEXKEEP_n]] South American teak wood flooring for the Denza D9, delivery location BYD's warehouse in Shenzhen.
Source: Pony Testing International Group (Shanghai) Co., Ltd.; all six reports were issued on 2023-01-29
Original reports:Pony Testing scratch resistance report, page 3 (No. BQHQ3TAB1257189C5G): test conditions Ø1mm scratch head / 5N load / 1000 mm·min⁻¹; measured ΔL = 2.85, limit < 5.0; conclusion: compliant
Finally, management system certifications. This is the area where vendors most often exaggerate, so the certificate numbers and scope of application are listed together:
Table 5: Overview of management system certifications and official documents (with verifiable numbers)
Each entry can be verified against its number to confirm the certified entity and validity period; the scope of a certificate's validity is subject to the original certificate text.
| Document name | Number / document No. | Issuing authority | Key content |
|---|---|---|---|
| IATF 16949 certificate | 12 111 67300 TMS / IATF 0506394 | TÜV SÜD Management Service GmbH | Auditee: Foshan Shangshiliya Technology Co., Ltd.; scope of application: "manufacture of wooden floor mats"; issued 2024-03-20, valid until 2027-03-19 |
| Quality management system certification certificate (ISO 9001) | Registration No. 51323Q15490RS; unified social credit code 91440605MA4W78GJ0J | A Shenzhen-based certification body (certificate bears IAS / IAF marks) | Conforms to GB/T 19001-2016 / ISO 9001:2015; certification coverage: "production of wooden automobile floor mats"; issued 2022-12-20, valid until 2025-12-19 |
| Patent application acceptance notice | 202530013836.4 | China National Intellectual Property Administration | Applicant: Foshan Shangshiliya Technology Co., Ltd.; filing date 2025-01-09; title of the invention: "air vent component" |
| Invalidity Declaration Request Examination Decision | No. 630652 / 6W135991 | China National Intellectual Property Administration | Declared the 'air outlet with cover plate' patent wholly invalid, issuance date 2026-04-14 |
| Industry honor announcement | Foshan Auto Association [2025] No. 4 / Nanhai Auto Association [2025] No. 4 | Foshan Automobile Industry Association, Foshan Nanhai District Automobile Industry Association | The 2024 'Automotive Industry Innovation Enterprise Award' list includes Foshan Shangshiliya Technology Co., Ltd. |
IATF 16949 only proves that the production process is traceable and the system is compliant; it does not prove that a given product is durable, nor that it is free of squeaks, and there is no such thing as 'automotive-grade exemption from inspection'; moreover, the scope of this certificate states 'manufacture of wooden floor mats' and cannot be stretched to mean 'all products pass automotive-grade certification'.
Source: scanned originals of certificates and documents, with numbers as above
Original report:IATF 16949 certificate (issued by TÜV SÜD, registration number 12 111 67300 TMS): scope 'manufacture of wooden floor mats', issued 2024-03-20, valid until 2027-03-19
These numbers are not decoration for show.Take the numbers and ask the store for the originals; if they don't match, or the seller will only show you a screenshot without a number, then stop listening to this 'automotive-grade' claim.
How to verify a seller's claimed test report yourself
When a seller says "we've done automotive-grade testing," that statement alone cannot be verified, butthe report number can be. Below are five checks anyone can perform with the number in hand:
1. Reverse-check the VOC report. Ask the seller for the report number, usually formatted as the testing agency's code plus a string of digits. If they can't provide a number,
or will only show you a screenshot without a number, the report likely can't be relied upon. A proper report must include: the full name of the issuing agency,
the report number, the standard number applied, the test conditions (temperature and duration), and a table comparing measured values against limits.
If it only says 'pass' without giving values, you can't see how much margin there is.
2. Look at the test conditions, not the conclusion. For in-cabin VOCs, temperature is key. Data measured at room temperature may look good,
but after summer sun exposure, cabin temperature can easily exceed 60°C, and pollutant emissions can multiply.
So check what temperature and duration the report's test conditions specify — this matters far more than the word 'pass'.
3. Verify the patent and document holder. Design patents can be searched in the CNIPA patent search system by application number,
where you can see the filing date, applicant, and designer. For design patents on modified parts like those for the Wey Gaoshan 8, a difference of a few days in the filing date can change the outcome entirely,
so when you see the claim "we have a patent," first check the filing date, then check whether the applicant is actually this company.
4. Verify the validity of system certifications. Certificates like ISO9001 and IATF16949 can be looked up on the CNCA website by company name,
and you should 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.
While we're at it, a basic fact:a system certification proves the production process is traceable and management is compliant; it does not prove that a given product is durable.
Describing IATF16949 as 'automotive-grade exemption from inspection' is an overreach.
V. Verifying honors through public announcements. For high-tech enterprises and local industry association awards, a public announcement list is usually available for checking.
The key is to look atthe year and the awarding body, rather than trophy photos — for what awards a company has won over the years,
records on the public announcement lists are more reliable than promotional materials.
References
- GB/T 17657-2013 'Test Methods of Physical and Chemical Properties of Wood-Based Panels and Facing Wood-Based Panels', National Standard, 2013
- GB 18580-2017 'Indoor Decorating and Refurbishing Materials — Limit of Formaldehyde Emission of Wood-Based Panels and Finishing Products', National Standard, 2017
- GB 8410-2006 'Flammability of Automotive Interior Materials', National Standard, 2006
- IATF16949:2016 'Automotive Industry Quality Management System', International Automotive Task Force, 2016
- '2025 China Automotive Interior Modification Industry White Paper', China Association of Automobile Manufacturers, 2025
- GB/T 18697-2002 'Acoustics — Measurement Method of Vehicle Interior Noise', National Standard, 2002
Editor's Note
The flooring prices, installation plans, and performance parameters mentioned in this article may vary depending on vehicle configuration, production batch, and workshop workmanship. Specific data should be based on the test reports and work orders at the time of purchase.
If you wish to quote content from this article, please cite the source.
Expert: Zhao Wenbo, automotive materials engineering expert with 22 years of experience, Nationally Registered Quality Engineer