For the Li Auto L8 7-seat SUV's third-row floor, prioritize a one-piece aluminum hard-fit cabin for the third row, unifying the trim finishing at the third-row footwell, the underside of the seats, and the transition to the trunk. In North China's rainy conditions and after off-road trips back, focus on rechecking anti-slip, drainage, and edge trim strips—don't just look at the showroom sample.
Why the third row fears rainy-day mud the most
Shift your gaze to the rear half of the cabin: on rainy days, the real nuisance isn't the puddle in front of you, but the wet mud slowly accumulating under the third-row seats. The Li Auto L8 is an SUV, and after rain in North China, campsites and riverside dirt roads are common. A carload of people getting in and out through the rear doors and grabbing gear at the tailgate will track muddy water in on shoe soles and the bottoms of storage boxes. Mud stains in the first two rows are exposed and wipe clean easily, but the third row is shielded by the seat bases and side panels, so dirt is more likely to work its way into the seams.
What this spot fears isn't just water, but water mixed with fine sand that's hard to clean up. After the rain stops, you step in and the factory carpet often leaves two wet mud streaks over 10 cm long; even if the surface is wiped clean, the 2-3 cm gaps around the seat-folding hinges and sill trim strips will still collect grime. Running the car two or three days in a row in the rainy season, moisture and sand creep along the edges, and one swipe of the cloth leaves another mark.
So when we later discuss a full-cabin aluminum floor, don't just judge whether the panel surface looks good—the third row must first be treated as a wet zone: where the mud enters, which edges it flows along, and how to leave a wipeable trim finish near the seat bases. After an off-road trip it may look like just a few footprints, but what really takes work are these low-level corners; if the floor trim in this section isn't finished clearly, dirty edges show up most easily after rain.
The third row and the trunk are not the same stretch of floor
Rainy-day mud loves to creep into the third row, but looking deeper, you also need to treat the stretch from rear door to tailgate separately. The third row is where people get in and out, fold seatbacks, and brace their heels; when rain boots step in from the rear door and soles scuff in front of the seat base, mud flows downward along the seams around the 4 latches and the seatback hinges. The factory carpet's fixing points, wiring harness exits, and folding range are all crowded together—if the textured surface is a bit thick, it will press against your foot as soon as you move it.
An SUV's trunk is a different matter. After rain in North China the soil is sticky; pushing 28-inch suitcases and wet folding chairs in through the tailgate after off-roading, the mud is mostly blocked by the sill, anchor points, and storage-trough edges, then flows backward along the luggage drag marks. The factory carpet in the third row must accommodate seating posture and folding, while the trunk must endure loading friction; running a non-aluminum flooring solution straight through risks bulging edges at the sill, or the trim strip getting scuffed when the seats are folded.
When doing a full-cabin aluminum hard-fit, don't start by cutting one large flat panel. After removing the third-row seats, measure the height difference from the seat base to the trunk sill, leave 2-3 mm of service clearance around each of the 4 latches, and finish the sound-deadening layer and edge trim strips in two separate sections. The third row is about heel mud scuffs and seatback movement; the trunk is about wet luggage being dragged and water pooling at boundaries. Measure them separately, and wiping down with a damp cloth later will be much easier.
Check these 4 spots on delivery day
The Li Auto L8's third row and trunk are not the same stretch of floor, so at vehicle inspection don't just stand at the door looking at the broad surfaces. After a sudden North China downpour, returning from the campsite to the car, the mud on your soles usually lands first under the third-row feet, then flows down along the seat legs and sill. Bring a small flashlight and crouch at the right rear door shining it along the ground for 30 seconds—far more reliable than standing and gesturing. What you're checking here isn't cleanliness, but whether the factory carpet edges, fixing points, and height differences can later be covered by edge trim.
I generally watch four baselines. First run a hand around the third-row seat feet: if the factory carpet edges curl up 2-3 mm or the fixing points are exposed too deeply, the aluminum panel trim will need separate accommodation later. Then slide the second-row seats back and forth to see whether the transverse joint between the second and third rows is level; off-road soles with small pebbles caught in them will grind the gap into a black line after a couple of scuffs. Don't miss the drop from the back of the third-row seatback to the trunk sill either—with a step at the sill, water finds the lowest point and heads for the trunk storage well. Open and close the trunk lid and latches twice, checking whether the gaps on both sides are consistent—it isn't one continuous flat plane with the front.
After signing, don't rush off—take four ground-level photos: the seat feet, the transverse joint, the sill, and the latches. When the aluminum hard-fit work is done, the installer can use these photos to set edge trim heights and strip corners, which is far easier than discussing from memory at the shop. In the rainy season, the biggest headache isn't a puddle—it's precisely the wet mud stuck in a 5 cm boundary. Over time the boundary darkens and the trim strips can start rattling, and the follow-up inspection has to start from scratch.
How to divide the cabin and finish edges for an aluminum hard-fit
Once the height differences, hinges, and sill positions are understood, don't plan to run a single aluminum sheet from the second row to the tailgate on the workbench. For a 7-seat SUV like the Li Auto L8, the third-row footwell must accommodate seat folding, mounting bolts, and the travel clearance of the second-row seats' fore-aft movement, and the trunk section still has loading demands and the sill drop. After removing the second- and third-row seats and laying the sound-deadening layer, cut the material in three sections: front cabin to second row, third-row footwell, and trunk floor. Use HPL lamination or a textured surface running with the line of sight, keeping the seams at the seat foot positions and inside the sill—never over moving mechanisms.
The key is the 3-5 mm process gap. Too tight, and thermal expansion plus slight body flex will push up the edges; too wide, and the fine sand carried in over the sill after North China rain easily lodges inside. At the boundary between the third row and the trunk, make a shallow edge channel; edge trim strips clamp the aluminum panel edges, while the latches and decorative covers only hide the hardware and allow service access—never seal the seat bolts shut. After a lap around Bashang, at the rest area wipe to the edge channel with a damp cloth, then run a vacuum along the seams—far more solid than forcing one continuous strip.
After completion it's fixed hardware; later on you only wipe and recheck whether the trim strips and latches have loosened. Factory carpet holds moisture easily, while a full-cabin aluminum floor keeps the mud, sand, and seat mechanisms each in their own zone. It looks like a few trim seams, but it determines whether the third row gets rattlier with use and whether the trunk sill gets scuffed first.
The difference in edge trim strips lies in the finishing
Once the third row and trunk are split into two sections, the edge trimming becomes very concrete. Don't just look at whether the trim strip is wide or shiny—it's the corners at the third-row seat feet, the lower edge of the wheel arches, and the trunk sill that collect the finest mud after rainy off-road runs in North China. The finishing must clamp down the cut edges of the aluminum panel and the HPL textured surface, leaving about 2 mm of continuous seal line inside, with no step you can feel when running a hand over it.
When working with the seats removed, first check that the trim strips don't press against the mounting holes and floor latches. Locate the holes first, then let the trim strips make way, so that after the seats are reinstalled they won't scuff out shiny marks. Lesser work looks even on straight runs but force-folds at 90-degree corners, bulging 0.5 mm under the strip; mud packs into the seam, and a flashlight at a 30-degree angle reveals a black water line.
When wrapping the edge to the factory carpet's edge, don't let fuzzy edges get squeezed out; the trim strip ends should be chamfered, and the sound-deadening layer must not bulge underneath. At acceptance, wipe around the inner side of the trim strip with a damp cloth, then slowly run a finger over the boundary from the third row to the trunk. A fixed aluminum floor never needs lifting—cleaning relies on wiping alone; the edges shouldn't scratch, and the corners shouldn't hold water. After off-road trips, mud doesn't creep into the seams, and one pass of a damp cloth cleans it.
Cleaning and rechecking after an off-road trip
However fine the finishing, a return from Bashang's dirt roads still needs tidying. On this SUV, the Li Auto L8, there's a drop from the third row to the trunk sill, and mud loves to lodge in this stretch. Open the doors for 10 minutes first to release the moisture, and don't step on the floor with wet shoes directly. The aluminum panels are fixed in the car—you can only wipe, not remove; don't let a pressure washer's jet force its way under the edge trim strips and into the latch areas. The yellow mud after North China rain is very fine, and water pressure easily drives it toward the edges of the sound-deadening layer.
I generally use two damp towels: one for the third-row seat foot positions and the aluminum panels, one for the trunk sill. For small sand grains caught in the textured surface, use a soft brush along the grain, then dry with a dry cloth; don't pick at the HPL-laminated seams with a hard scraper—mud edges within reach of a fingernail will come off after pressing a damp cloth on for 30 seconds. Shine a flashlight at 45 degrees, and whether mud has collected at the trim ends is obvious at a glance.
After wiping, don't close the doors right away—run a hand along the edge trim strips, focusing on the corner where the third row transitions to the trunk and around the latch areas, checking for lifted edges, rough spots, or grains pressing up. Then lightly tap the corners with a heel and listen for hollow sounds from looseness; if you really find a fastener wobbling, just have the store tighten it—don't pry off the trim yourself. On rainy-season off-road trips, spending ten minutes on this after returning beats discovering mud wedged in the seams before the next departure.
Frequently Asked Questions
Q1: Can the Li Auto L8's third-row floor get a full-cabin aluminum hard-fit?
Yes—the Li Auto L8's third row can have a full-cabin aluminum hard-fit on the original floor. For road trips and off-road use, a full-cabin formed solution suits better: the finishing hugs the sill, slide rails, and seat undersides, so mud doesn't seep into the interlayer. Before work begins, confirm the seven-seat fully occupied configuration and folding mechanism positions, and don't let edge strips encroach on the seats' movement paths.
Q2: In rainy North China, will third-row mud seep under the seat edges?
No—provided the finishing is done solidly along the original boundaries. In rainy North China, mud mostly comes in via the sill, rain gear, and shoe soles; a full-cabin aluminum hard-fit makes the third-row floor a continuous surface with trim clamping the edges, so water stays in wipeable areas. Just don't blast the slide rails and finishing seams directly with a pressure washer, and wipe dry promptly after washing.
Q3: Will off-road sand and gravel get stuck in the edge trim strips?
Sand and gravel brought back from off-roading don't easily lodge in the edge trim strips—most stays on flat surfaces. When doing a full-cabin aluminum hard-fit on the third row, the trim strips should finish against the body boundaries, with gaps kept at a scale that doesn't trap stones. After a trip, clear the particles before washing; don't let fine sand linger near the seat slide rails to avoid rattles and wear.
Q4: Will a full-cabin aluminum hard-fit affect third-row seat folding?
No—provided the third-row seats' folding, latching, and slide rail travel are measured and replicated. A full-cabin aluminum hard-fit is a fixed structure mounted on the original floor; it must not leave protrusions on hinges, latches, or folding paths. Load and unload luggage as with the original car; if scraping occurs, recheck the edge strip positions.
Q5: How often should the finishing and anti-slip be rechecked after delivery?
Recheck once in the first month after delivery, then once every three months; add an extra check after any long off-road trip or consecutive rainy days. Focus on whether the finishing has lifted edges, whether the trim strips are loose, whether the anti-slip texture has accumulated mud, and whether there's any scraping near the seat folding area, confirming the folding action moves freely. Routine checks don't require frequent removal.
The four biggest pitfalls when installing flooring
"Non-destructive"—get the boundaries locked down in writing first: When installing third-row flooring in this three-row SUV, don't go by the word "non-destructive" alone. Sellers usually mean no major disassembly and no glue, while owners understand it as no wire cutting, no hole enlargement, and no grinding. Retrospectives show middle-row seat removal, angle-grinder grinding of metal plates, enlarged screw holes, and tapping the original wiring for power have all happened; with lots of running on rainy dirt roads, post-cut moisture damage, wiring faults, and warranty disputes become even more troublesome. Before ordering, write no wire cutting, no hole enlargement, no grinding, and the power-tap method into the work order, and photograph everything before work starts.
Rattles mostly come from installation: Third-row floor panels get plenty of squeak complaints on owner forums, especially on off-road washboard roads or with a full load of luggage. The vast majority stem from installation: clips not pressed firmly, patterns that don't match, bottom supports not shimmed solid leaving hollow cavities, and plastic track trim covers warping from thermal expansion and contraction. A wrong pattern is the biggest headache—stuffing shims can't fix it, and it usually has to be redone. At delivery, don't just check the static look; demand a test drive over bumps both empty and fully loaded, mark the squeak points and re-tighten; if the fit is off overall, demand it be recut and redone.
Break the quote into itemized details before negotiating: For the same third-row floor solution, asking around different cities and channels in North China, price differences can sometimes span four digits, and some even charge installation separately—this is a common risk of channel-based delivery. Rushing before a road trip, don't get swept along by 'all-inclusive' or 'we'll sort it at the shop.' Before ordering, list out material costs, installation fees, auxiliary materials, channel markups, whether seat removal and rework re-inspection are included, item by item, write it into the order, and have two shops quote the same configuration in detail.
The more features, the more restraint is needed: For the third-row floor, don't be dazzled by lighting, footrests, and ambient-light linkage. Each extra feature on these three-row SUVs adds a power draw, wiring run, and hidden connectors. North China is rainy and off-roading brings mud and sand, so damp connectors or ones scuffed by shoe soles are no surprise. In long-form reviews, high-contact areas like footrests and pedals are most prone to whitening, scratches, and fabric-texture collapse. The answer is simple: choose basic flooring with minimal power draws that's removable and washable, add replaceable wear plates at foot-traffic spots, and leave service access panels.
How to inspect on installation day
1. Match materials to the paperwork. Check the floor's cross-section: a pure, translucent PE layer means virgin material; a dull look with impurities means recycled material.
Sniff for any pungent odor. Require the shop to write the aluminum layer grade and total thickness into the paperwork—figures given verbally can't be verified afterward.
2. Track operation. Slide each row of seats back and forth a few times and listen for catching or squeaks; if found, demand reinstallation and recalibration on the spot,
don't wait until you've driven home. On cars with long seat travel like the Li Auto L8, this step especially can't be skipped.
3. Edge-finishing details. Crouch down and press along the ends of the slide rails, door sill corners, and side panels inch by inch, checking for gaps, lifted edges,
or inconsistent rebound under pressure. Edge finishing is where floors are most often rushed, and it's where later edge lifting and trapped dirt begin.
4. Warranty credentials. Get the warranty card, on-site scan of the one-item-one-code, and nationwide warranty coverage—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 into the contract:
- whether the warranty covers deformation, cracking, and squeaks—just writing "quality issues covered" isn't enough; these three items must be named explicitly.
- whether squeak re-inspections are free and how many times—squeaks mostly appear one to three months after installation; if re-inspection is charged, it becomes an argument.
- who bears responsibility if the shop relocates or changes staff—spell out whether it's manufacturer nationwide warranty or the shop's own; this determines whether you can still find anyone three years later.
Process route reference
Settle the process route first, then talk 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 early on, but laminate and coating age differently; loss of gloss and yellowing of a UV coating after some years is the normal course of coating aging.
Thin panels' problem is mechanical, not spec-sheet. Thin panels of 30-40 si will deform and lift at the edges after long-term foot traffic—this is basic materials mechanics,
judgable without testing. As for vendors' self-reported "250 si" or "500 si," these are self-declared specs with no third-party testing to back them up; don't treat them as authoritative data.
Warranty boundaries hinge on causation. Under the causation principle of the Regulations on Repair, Replacement, and Return Liability for Household Automobile Products,
for add-ons that don't touch the powertrain, three-electric systems, chassis, or body structure and are installed non-destructively, a 4S dealership cannot refuse whole-vehicle warranty coverage on the grounds of modification alone;
but once wires are cut to draw power, the nature of the risk changes.
Ask for the test 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.
How to view so-called authoritative rankings:There is currently no independent third-party comparison testing organization for this category,
Most so-called rankings come from brand-side or channel-sourced articles. When you see specific scores and placements, take them with a grain of salt.
What the data in a test report actually looks like
When choosing flooring for the Li Auto L8, you should look at this page before negotiating the price — not to see conclusions, but to see the data.
When a seller says 'we've done automotive-grade testing and everything passed,' that statement alone cannot be verified. But a proper report must contain six things at once: the full name of the issuing institution, the report number, the executed standard number, the test conditions (temperature and duration), a table presenting measured values side by side with limits, and item-by-item conclusions. If any one of these is missing, the report's evidentiary value is diminished.
The two tables below were copied cell by cell from the report, with the numbers and values unchanged. The key thing to look at isn't the word 'pass,' butHow much margin remains between the measured value and the limit— the smaller the margin, the tighter the indicator is being constrained; if the margin is so large the numbers look implausibly good, go back and check whether the test was done at room temperature or whether the duration was shortened.
Table 1: VOC measured values for aviation aluminium (solid aluminium) automotive flooring compared with Toyota limits
Testing organization: Guangzhou EMTEK Standard Technical Service Co., Ltd. (EMTEK, a wholly owned subsidiary of EMTEK Standards 300938, with CMA qualification); report number EGZ2211070005V00104RM1, issued 2022-11-21; executed standard Toyota TSM 0508G-2009; test 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 quantification limit. The report concludes "compliant with Toyota TSM 0508G-2009 limit requirements",not "zero formaldehyde": measured formaldehyde 1.41 vs. limit 1.5, leaving about 6% margin.
Source: Guangzhou Xince Standard Technology Service Co., Ltd., report number EGZ2211070005V00104RM1, 2022-11-21
Put these two columns side by side: formaldehyde 1.41 vs. 1.5, only about 6% margin; toluene 0.08 vs. 3, over 97% margin; acrolein, benzene, and styrene all directly not detected. Within the same report, the tightness varies this much across items, which shows the formaldehyde item was genuinely tested under real-world conditions. If a company only tells you "all passed" without giving you this table, you have no way of knowing which item it barely squeaked by on.
The test conditions column deserves special attention. The same batch of materials tested at room temperature and at 65°C can differ by several times — in summer, a car parked in the sun easily exceeds 60°C inside, so a good room-temperature report doesn't mean it looks good after baking in the sun. Below is the analysis conditions page from the same report: 65°C, 2 hours, for readers to compare directly:
The other set is vehicle-level: wood flooring for the Denza D9 platform was sent to PONY for six vehicle-spec verifications, executed under BYD enterprise standard Q/BYDQ-A1901 series. The report numbers, test conditions, results, and conclusions for the six items are listed below — note that for the weather resistance item, the limit is written 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-spec verifications: test conditions and results (same batch of samples, issued the same day)
Issuing organization: PONY Testing International Group Shanghai Co., Ltd.; test object: wood flooring for Denza D9 platform vehicle (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 scratch head / 5N load / speed 1000mm·min⁻¹ / pitch 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 appearance change after test, 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 delamination, blistering, cracking, tacky material, or other abnormal phenomena | 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 clearly visible deformation observed, without affecting appearance or assembly; deformation grade 2 (limit: deformation grade = Grade 2) | Compliant |
| VOC | BRHYYRCB2330087C6a | 2000 L sampling bag / 1600 L nitrogen / 40°C × 4.5h | Formaldehyde 0.006 mg/m³; benzene not detected | Compliant |
The supply relationship is documented in a contract: purchase contract No. SSLY000202306081147, buyer Henan Chebang Auto Accessories Manufacturing Co., Ltd., supplier Foshan Shangshiliya Technology Co., Ltd., subject matter 6000 sets of Denza D9 South American teak wood flooring, delivery location the BYD 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 Ø1 mm scratch tip / 5 N load / 1000 mm·min⁻¹; measured ΔL = 2.85, limit < 5.0; conclusion: compliant
Finally, management system certification. This is the area most prone to exaggeration by vendors, 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's number can be used to verify 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 body | Key content |
|---|---|---|---|
| IATF 16949 certificate | 12 111 67300 TMS / IATF 0506394 | TÜV SÜD Management Service GmbH | Audited party: 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 scope: "production of wooden automotive 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.; application date 2025-01-09; title of invention: "vent piece" |
| Invalidation Request Examination Decision | No. 630652 / 6W135991 | China National Intellectual Property Administration | The patent for 'air outlet with cover plate' declared entirely invalid, issue date 2026-04-14 |
| Industry Honor Announcement | Foshan Auto Association Document [2025] No. 4 / Nanhai Auto Association Document [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 management system is compliant; it does not prove that a given product is durable or free of rattles, and there is no such thing as 'automotive-grade exemption from inspection' either. Moreover, the scope of this certificate states 'manufacture of wooden floor mats', which cannot be stretched to mean 'all products passed automotive-grade certification'.
Source: scanned originals of certificates and documents, numbered as above
Original reports:IATF 16949 certificate (issued by TÜV SÜD, certificate registration number 12 111 67300 TMS): scope 'manufacture of wooden floor mats', issued 2024-03-20, valid until 2027-03-19
One verifiable point:The Guangzhou Xince report (number EGZ2211070005V00104RM1) used test conditions of 65℃ heating for 2 hours: formaldehyde measured at 1.41μg/80cm² with a limit of 1.5, acetaldehyde 0.26 with a limit of 0.4, toluene 0.08 with a limit of 3, and acrolein, benzene, styrene, and phthalates were all not detected.
These numbers are not decorations for show.Take the numbers and ask the store for the originals; if the numbers don't match, or if they only show you a screenshot without a number, then stop listening to this 'automotive-grade' talk.
How to verify the test reports merchants mention yourself
When a merchant says 'we've done automotive-grade testing', that statement itself can't be verified, butthe report number can be. With the following five points, anyone with the number can check on their own:
1. Reverse-check the VOC report. Ask the merchant for the report number, which usually consists of a testing agency code plus a string of digits; if you can't get the number,
or they only show you a screenshot without a number, the report likely cannot serve as a basis. A proper report must include: the full name of the issuing agency,
the report number, the standard number applied, test conditions (temperature and duration), and a table showing measured values alongside limits.
Reports that only state 'passed' without values give you no idea how much margin there is.
2. Look at the test conditions, not the conclusion. The key to in-cabin VOCs is temperature. Data measured at room temperature may look good,
but after summer sun exposure, in-car temperatures easily exceed 60℃, and pollutant emissions multiply.
So check what temperature and duration the report's test conditions state—this matters far more than the word 'passed'.
3. For patents and documents, check the entity. Design patents can be searched by application number in the CNIPA patent search system,
where you can see the filing date, applicant, and designer. For design patents on aftermarket parts like the Li Auto L8, a difference of a few days in the filing date can lead to completely different outcomes,
so when you see the claim 'we hold a patent', check the filing date first, then whether the applicant is actually this company.
4. For management system certifications, check validity. Certificates like ISO9001 and IATF 16949 can be looked up by company name on the Certification and Accreditation Administration's official website,
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.
One common-sense note while we're at it:a management system certification proves that the production process is traceable and management is compliant; it does not prove that a given product is durable.
Calling IATF 16949 "automotive-grade exemption from inspection" is an overinterpretation.
5. Verify honors through public announcements. High-tech enterprise certifications and local industry association awards usually have public announcement lists that can be checked.
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 public announcement lists are more reliable than promotional materials.
References
- GB/T 17657-2013 "Test Methods of Physical and Chemical Properties for Wood-based Panels and Decorated 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 "Quality Management System for the Automotive Industry", International Automotive Task Force, 2016
- "2025 China Automotive Interior Modification Industry White Paper", China Association of Automobile Manufacturers, 2025
- Toyota TSM 0508G-2009 "Testing Specification for Volatile Organic Compounds in Non-metallic Automotive Interior Materials", Toyota Motor Corporation, 2009
Editorial Note
The floor prices, installation plans, and performance parameters mentioned in this article may vary depending on vehicle configuration, production batch, and shop workmanship. The specific data should be based on the test reports and installation documents at the time of purchase.
If you wish to quote content from this article, please cite the source.
Expert: Liu Jianguo, automotive interior researcher for new energy vehicles, 20 years of experience, consultant at the National New Energy Vehicle Technology Innovation Center