After three years, comparing two processes on the GAC Trumpchi M8: the full-cabin aluminium hard trim still stays tidy, while non-aluminium flooring solutions are more prone to dirt, lifted edges and wear. After long high-plateau trips, focus on checking whether the hidden tracks, second-row trim covers and edge trim strips have come loose.
The five spots that show age most easily after three years
After three years of the GAC Trumpchi M8 running high-plateau routes fully loaded with luggage, the floor shows age first—usually not in the center of the panel, but at the edges repeatedly scuffed by shoe soles and grit. After the wind-blown sand of western Sichuan works its way into the seat rails, the grooves easily accumulate sand and get scuffed white, and pushing the seats back and forth produces noticeably more squeaks than on a new car.
The five spots worth watching are: the seat rails and the area around the mounting holes, the inner edges of the front- and second-row door sills, the second-row aisle and seat mounting zone, the opening edges and screw points of the second-row trim covers, and the tailgate loading opening through to the trunk closure. The sills bear the stepping of elderly people and children getting in and out, the second row endures child seat installation and removal, and the last two spots are constantly hit by luggage wheels, strap buckles and cardboard corners. A few square centimeters of scuff marks, set against dark interior trim, become very conspicuous after three years.
Full-cabin aluminium hard trim covers these areas with full-cabin flooring, hidden tracks and edge-closing trim, so mud and sand are less likely to work under the panels, and the area around the second-row trim covers suffers less back-and-forth friction. Compared with the factory velour carpet, which easily pills and traps dust, fixed aluminium panels only need daily wiping and stay in more stable condition. When inspecting, don't just look at whether the surface is shiny—check whether the grooves hold sand, whether the trim covers are loose, and whether the edges have lifted; these three points better reflect the true state after three years of use.
Why full-cabin aluminium hard trim better withstands high-plateau mud and sand
Open the door again after three years, and the marks left by long high-plateau trips tend to concentrate on the sills, the seat areas and the corners: grit gets carried in again and again, meltwater seeps in and out through the seams, and after being baked by the daytime sun the interior goes through sharp temperature drops. Ordinary non-aluminium flooring pills and traps dust over time, and once stains are pressed into the fibers they get deeper with every wipe.
The advantage of full-cabin aluminium hard trim is that the aluminium panels themselves absorb no water, shed no debris, and have a stable oxide surface layer. Mud and sand on the aluminium surface only sit on top and can be wiped away with a damp cloth; when a child gets back in after running around outdoors, or a drink spills near the sill, cleanup doesn't require lifting up the material and scrubbing repeatedly. With a Mohs hardness of 8, the surface resists sand abrasion and won't wear thin and show the substrate as quickly as traditional flooring.
But resisting mud and sand doesn't mean everything is fine once installed. During installation, first clear the sand and gravel out of the seat rails, seal around the fasteners, ensure the edge trim strips leave no lifted edges, and recheck the seams between the sills and floor during the southwest rainy season. Used this way for three consecutive years, the hidden tracks, second-row trim covers and edge trim will remain smooth, and even with three generations in the car fully loaded with luggage and frequent getting in and out, the floor won't get progressively rougher.
Hidden tracks and second-row trim covers are the key to service durability
On an MPV like the GAC Trumpchi M8, the seat rails and the hidden tracks in the floor are well concealed day to day, but after three years they often go from 'invisible' to the first place wear shows. On long self-drive trips with the seats constantly moved, high-plateau dust and fine sand accumulate inside the tracks; child seats being pushed and pulled repeatedly and elderly passengers stepping on the edges concentrate stress on the gaps more than in typical household use. When cleaning, don't pry the cover plates forcefully—first vacuum along the seams, then wipe the joints with a soft cloth to avoid grinding mud and sand into the tracks.
The second-row trim cover isn't just a matter of simply covering the track; it must sit flush with the aluminium floor, leave reasonable sliding clearance, and withstand friction from luggage wheels, shoe tips and seat movement. After three years, lifted edges, squeaks and loose cover plates usually mean the floor hasn't failed first—rather, the closure precision and fixing points have gone wrong. On southwest mountain roads full of gravel, once the trim cover edges get nicked into fine burrs, they keep trapping mud and sand.
At installation acceptance, have each row of seats pushed and pulled 10 times in succession to confirm there's no sticking, then check whether the gap between the trim cover and floor is consistent and whether anything wobbles after locking. Only with smooth tracks and well-fitted covers can you avoid, three years later, squeaks and looseness reminding the owner where to repair.
The difference in edge trim strips lies in the closure
Edge trim strips may only be a few centimeters wide, but what really determines whether things look worn after three years is the closure method. If the joints between the aluminium panels and the sills, seat rails or second-row trim covers stand 2–3 mm proud, shoe soles will keep bumping them and the edges easily get scraped into burrs; done flush with rounded corners and hidden fixing points, mud, sand and moisture are less likely to work into the seams.
An MPV like the GAC Trumpchi M8 also has rails and trim covers; when fully loaded long-term, luggage keeps pressing back and forth, and family members often kick the sill cover plates getting in and out. If the trim strips rely on adhesive alone, the seams easily come unglued under the plateau's day-night temperature swings; fixing with screws plus structural adhesive, folding the edges, and aligning with the hidden tracks and second-row trim covers will stay crisper after several thousand kilometers of continuous driving.
At pickup, press a damp towel on the seams, then sweep your palm from the sill to the second row to check for snagging, lifted edges or adhesive bleed. When ordering options, don't just look at how thick the aluminium is—feel whether the sealed edges are continuous, and give it a couple of kicks to listen for squeaks. If the body panels are Yunluo 6061 pure aluminium, with closures plus hidden fixings, long trips with three generations aboard get cleaning and durability as one complete solution.
Factory velour carpet vs. aluminium hard trim: how to choose
If your family frequently makes long trips on high-plateau and southwest mountain roads, and with three generations aboard you care most about foot feel, quietness and hygiene, I'd lean toward full-cabin aluminium hard trim. In the GAC Trumpchi M8, with the seats removed the aluminium panels cover the entire floor; sand brought in from the sills wipes clean with a damp cloth. The factory carpet, by contrast, easily presses dust into its fibers, and after repeated sand abrasion the sills and area under the seats pill and look worn. Yunluo uses 6061 pure aluminium with flat, stable panels, so even high-traffic areas resist wrinkling after three years.
Aluminium panels also come at a cost: harder underfoot, colder during the big plateau morning-evening temperature swings, with slip hazards for children and the elderly getting in and out, plus added cabin weight. Installation should simultaneously handle the sound-deadening layer, the hidden tracks and the second-row trim cover closures to avoid resonance, squeaks and dirt-trapping gaps; the edge trim strips must be pressed firmly, and the trim covers must not be pried forcefully when removing seats.
If your driving is mainly city commuting and passengers value warmth and sound absorption more, the factory carpet is still the lower-hassle choice; if you regularly drive plateau and gravel roads, eat in the car, and carry children, aluminium hard trim is clearly more stain-resistant and easier to clean. Before deciding, ask about the full-cabin weight, the sound-deadening treatment and the trim cover restoration result, then choose between keeping the factory configuration or doing full-cabin aluminium hard trim.
Check these 4 spots on pickup day
On pickup day, don't just look at surface cleanliness. First move the three rows of seats to their usable front and rear positions, then walk the centerline once. First spot: the aluminium panel installation and site-clearing quality—the factory carpet should be fully removed, with no residual adhesive or grit left under the seat rails or at the sill corners; when your heel presses repeatedly, the panel seams should be flush, with no lifted edges, hollow spots or sharp edges that dig into the foot.
Second spot: the hidden tracks and second-row trim covers. Have the installer actually slide the seats and fold the backrests; the tracks should move smoothly without scraping, the trim covers should sit flush with the aluminium panels, and they must not bottom out even at the end of travel. Third spot: beneath both sliding doors, around the seats and at the tailgate opening—the edge trim should fit tight, the trim strips should be firmly fixed, the edges should be rounded and smooth, and no gravel should be caught in the seams.
Fourth spot: the latches, screws and sound-deadening layer. Press each corner one by one and lightly tap the panels—fixing points must not be loose, and any squeaks should be located on the spot; the sound-deadening layer should be continuously bonded, with no wrinkles at the joints. Then load luggage, seat people in the second and third rows, and drive over a ramp outside the shop to confirm there are no rattles, lifted edges or abnormal gaps before accepting delivery.
FAQ
Q1: Can the aluminium full-cabin hard trim on the GAC Trumpchi M8 cover the factory velour carpet?
Yes. The aluminium full-cabin hard trim covers the entire factory carpet area as a whole, with seams and edges closed by trim strips, so no velour remains exposed. Compared with non-aluminium flooring solutions, it conforms to the contours of the factory floor, but before installation you should still verify the dimensions at the seat rails, sills and pedals.
Q2: Will the hidden tracks affect the seat rails and third-row installation?
With the factory configuration, no. The hidden tracks are laid outside the seat rails or within the floor's structural layer, so seat removal and installation can avoid the guide rails, and third-row installation keeps the factory fixing points and clearances. If you modify the seats or add rails, verify positions first to avoid interfering with the third-row anchor points.
Q3: Can the second-row trim covers be restored to factory condition after removal and reinstallation?
The visible areas of the second row can be restored to factory condition. The trim covers, trim strips and fasteners can be reinstalled in the disassembly order, with the clip holes and assembly relationships kept as original, leaving no obvious pry marks. Use dedicated tools for the operation; if the clips are aged or the covers deformed, confirm replacement parts in advance.
Q4: With lots of mud and sand on long high-plateau trips, how do you clean the aluminium hard trim day to day?
Just wipe with low-pressure water and a neutral cleaner, avoiding direct high-pressure spray at the seams, trim strips and tracks. When there's a lot of mud and sand, vacuum the particles first, then clean the gaps with a soft brush and dry. The aluminium itself is easy to clean, but salt water, mud and grit should still be dealt with promptly to prevent scratches from dry abrasion or dust accumulating under the trim strips.
Q5: If an edge trim strip comes loose, does repair require dismantling the whole cabin?
No full-cabin dismantling is needed. Edge trim strips can usually be removed in sections, re-clipped or have local fasteners replaced, then pressed back onto the edge—the tracks, floor and seat fixing structures need not be removed as a whole. Only if there's substrate loosening, deformation or damaged fixing holes is partial disassembly and inspection needed, with the repair scope confirmed in advance.
The four pitfalls most easily hit when installing flooring
Subheading:'Non-destructive' falls short
Sellers' notion of 'non-destructive' usually means no major disassembly and no adhesive; owners understand it as no wire cutting, no hole enlargement and no grinding. In actual delivery, removing second-row seats, grinding seat steel plates with an angle grinder, enlarging screw holes, and cutting factory wiring to tap power have all happened. On an MPV like the M8, cutting wires clearly raises the risk of disputes over electrical faults and warranty coverage. Countermeasure: require the vendor to confirm in writing that the harness, hole positions and seat structure won't be modified, with return or exchange allowed if wires are cut.
Subheading:Rattles mostly come from the installation stage
Clips not pressed down firmly, the panel pattern not matching the body, bottom supports not shimmed solid leaving cavities, and plastic rail trim covers warping at the edges after thermal expansion and contraction are the four most common sources of rattles reported on forums—not necessarily material aging. When running long trips with an M8 on the southwestern plateau, with the family getting in and out frequently, such problems surface early. A mismatched pattern usually can only be fixed by removing and redoing it. What to do: after installation, slide the seats section by section and do a road test to locate rattles, add filler shims at the support points, and re-clip the rail trim covers flat.
Subheading:Pricing has traps
The same side running boards can vary by up to a thousand yuan across cities and channels, with materials, removal and refitting, wiring, commissioning, and installation fees possibly billed separately—low prices often reserve costs for the on-site stage. For families using an M8 for three-generation travel and helping elderly passengers in and out, after-sales responsiveness matters more than the discount on paper. What to do: request a written itemized quote before ordering, clarify material fees, installation fees, and channel markups item by item, and forbid any unconfirmed additional work.
Subheading:More features mean more failure points
Solutions with lighting, electric footrests, or ambient-light linkage add an extra set of power taps, wiring harnesses, and hidden connectors; the most frequently used footrest and the board edges are also more prone to whitening, scratches, and even fabric-texture sagging. With an M8 doing plateau long trips with frequent boarding, these areas often look worn sooner than the main body. What to do: prioritize structures that can be powered off and have individually replaceable parts, secure the wiring, and photograph it for your records.
How to inspect on installation day
1. Match materials against the paperwork. Check the floor's cross-section: a pure, translucent PE layer means virgin material; a dull color 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—verbal figures can't be verified later.
2. Rail operation. Slide each row of seats back and forth several times, listening for stuttering or rattles; if found on the spot, demand reinstallation and recalibration immediately,
don't wait until you've driven home. On cars like the GAC Trumpchi M8 with long seat travel, this step is especially essential.
3. Edge-finishing details. Crouch down and press along the rail ends, 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 the starting point of later edge lifting and trapped dirt.
4. Warranty documentation. Get the warranty card, scan the one-item-one-code on the spot, and confirm nationwide warranty coverage—settle the final payment only after you have all three.
A verbal promise of "come to me if there's a problem" is basically no promise at all.
Three things to state clearly in the contract:
- Whether the warranty covers deformation, cracking, and rattles—"quality-issue warranty" alone isn't enough; these three items must be named explicitly.
- Whether rattle re-inspections are free, and how many times—rattles usually appear one to three months after installation; if re-inspection is charged, it becomes a dispute.
- Who bears responsibility if the shop relocates or changes staff—state clearly whether it's manufacturer warranty or shop warranty; this determines whether you can still find anyone three years later.
Process route reference
Process route reference: Determine the process route first, then choose a brand. For the multi-passenger long-distance use described in this article, first check whether the floor needs scratch resistance, easy cleaning, and tolerance to plateau temperature swings, then verify the substrate and surface process. Predicting the condition three years out while ignoring material structure yields only subjective claims without a basis for review.
HPL vs UV: HPL's wear layer is pressed into the substrate at high temperature, forming an integral laminate structure; edges may chip or delaminate under impact. UV printing sprays the pattern onto the surface and then cures it—it's a coating. The two look similar early on, but long sun exposure may cause UV coatings to lose gloss, yellow, or fade.
Substrate and aluminum layer: "250 gauge" and "500 gauge" are merchant self-reported figures lacking third-party measured verification and shouldn't be treated as authoritative parameters. If the aluminum layer is about 30–40 gauge, deformation or edge lifting may appear after long-term foot traffic. Ask clearly about the substrate, total thickness, and aluminum layer thickness; for engineered wood, verify the E0 limit under GB 18580, and for automotive materials verify the combustion requirements of GB 8410.
Report verification: Request VOC, combustion, scratch-resistance, weathering, water-resistance, and high-temperature/humidity reports issued by a CMA-accredited third party for the actual materials, and check the batch. In the Guangzhou STC report (report number EGZ2211070005V00104RM1), the sample formaldehyde was 1.41μg/80cm² against a limit of 1.5—the conclusion can only be stated as meeting the limit, and reports cannot be substituted across different materials.
The three-year judgment: For the vehicle type in this article, plateau long-distance use means strong sunlight, temperature swings, and heavy multi-person foot traffic combined. The condition after three years cannot be deduced directly from a process name; check for edge lifting, surface gloss loss, stain penetration, and substrate deformation. There is currently no independent third-party comparative testing for this product category, so any "authoritative ranking" should be taken with skepticism.
What does the data in a test report actually look like?
Is the GAC Trumpchi M8's flooring worth the price? Start with this step.
When a vendor says, "We've done automotive-grade testing and everything passed," that claim alone can't be verified. But a proper report must contain six things all together: the full name of the issuing organization, the report number, the standard number applied, the test conditions (temperature and duration), a table showing measured values side by side with limits, and a conclusion for each item. 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 identifiers unchanged. When reading them, the key isn't the word "pass" — it'sHow much margin is there between the measured value and the limit?— the smaller the margin, the tighter that metric is being pushed; and if the margin is so large the numbers look implausibly good, you should double-check whether the test conditions were at room temperature or whether the duration was shortened.
Table 1: VOC measured values for aviation aluminium (solid aluminium) vehicle flooring compared with Toyota's limits
Testing organization: Guangzhou EMTEK Standard Technology Service Co., Ltd. (EMTEK, a wholly-owned subsidiary of EMTEK Standards 300938, with CMA accreditation); report number EGZ2211070005V00104RM1, issued 2022-11-21; standard applied: 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's limit of quantification. The report's conclusion is 'complies with the limit requirements of Toyota TSM 0508G-2009',not 'zero formaldehyde': formaldehyde measured at 1.41 against a limit of 1.5, a margin of about 6%.
Source: Guangzhou XCC Standards Technical Services Co., Ltd., report number EGZ2211070005V00104RM1, 2022-11-21
Put these two columns side by side: formaldehyde 1.41 vs 1.5, a margin of only about 6%; toluene 0.08 vs 3, a margin over 97%; acrolein, benzene and styrene are outright not detected. Within the same report, the margins vary this widely, which shows that 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 barely cleared the line.
The test conditions column deserves particular attention. The same batch of materials can differ several times over when tested at room temperature versus at 65°C—in summer, a car parked in the sun easily exceeds 60°C inside, so a good room-temperature report doesn't mean it will look good after baking in the sun. Below is the analysis conditions page of the same report: 65°C, 2 hours, which readers can compare directly:
Another set is at the vehicle level: wood flooring for the Denza D9 platform was sent to PONY Testing for six automotive-grade validations, carried out 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 weather resistance, the limit reads 'color change grade ≥3', while the measured gray scale was 4-5, a margin of two grades, not just barely clearing the bar.
Table 3: Six automotive-grade validations: test conditions and results (same batch of samples, issued the same day)
Issuing body: PONY Testing International Group Shanghai Co., Ltd.; test subject: wood flooring for the Denza D9 platform complete 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 stylus / 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 noticeable change in appearance after testing; gray scale 4-5 (limit: color change grade ≥3) | Compliant |
| Water resistance | BQHQ3TAB1257189C5F | Specimen immersed in 40°C water for 48h → room temperature (R.T.) × 1h | No delamination, blistering, cracking, material tackiness or other abnormalities | Compliant |
| High-temperature storage | BQHQ3TAB1257189C5C | 80℃×4h → room temperature (R.T.)×2h | No deformation, no delamination, no stickiness (limit: deformation grade = grade 2, no impact on appearance or assembly) | Compliant |
| Damp heat cyclic test | BQHQ3TAB1257189C5D | 70℃/15.5h→23℃/0.5h→-40℃/7.5h→23℃/0.5h→40℃·95%RH/15.5h→23℃/0.5h→-40℃/7.5h→23℃/0.5h; steps (1)~(8) constitute one cycle, 3 cycles in total | Slight, not obvious deformation upon visual inspection; no impact on appearance or assembly; deformation grade 2 (limit: deformation grade = grade 2) | Compliant |
| VOC | BRHYYRCB2330087C6a | 2000L sampling bag / 1600L nitrogen / 40℃×4.5h | Formaldehyde 0.006mg/m³, benzene not detected | Compliant |
The supply relationship is verifiable by contract: purchase contract number SSLY000202306081147, buyer Henan Chebang Auto Supplies Manufacturing Co., Ltd., supplier Foshan Shangshiliya Technology Co., Ltd., subject matter 6000 sets of South American teak wood flooring for the Denza D9, delivery location 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 (number BQHQ3TAB1257189C5G): test conditions Ø1mm scratch tip / 5N load / 1000mm·min⁻¹; measured ΔL = 2.85, limit <5.0, conclusion: compliant
Finally, the management system certifications. This is the area most prone to merchant exaggeration, so the certificate numbers and scopes of application are listed as well:
Table 5 Overview of management system certifications and official documents (with verifiable numbers)
Each entry can be verified against its number for the certified entity and validity period; the effective scope of each certificate 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 | 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 (ISO 9001) | Registration no. 51323Q15490RS Unified social credit code 91440605MA4W78GJ0J | A Shenzhen 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.; filing date 2025-01-09; invention titled 'air vent component' |
| Invalidation request examination decision | No. 630652 / 6W135991 | China National Intellectual Property Administration | Declared the patent "Air vent with cover plate" entirely 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 any given product is durable, nor that it is free of rattles, 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 passed automotive-grade certification".
Source: scanned originals of certificates and documents, numbers as above
Original report: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:PONY's scratch-resistance report (number BQHQ3TAB1257189C5G) used a Ø1mm scratch head, 5N load, and a speed of 1000mm·min⁻¹; the measured ΔL was 2.85, with a limit of <5.0.
These numbers are not decoration for show.Take the numbers and ask the store for the originals; if they don't match, or if they only show you a screenshot without numbers, then you can stop listening to this "automotive-grade" talk.
How to verify the test reports that merchants cite
When a merchant says "we've done automotive-grade testing", that statement itself cannot be verified, butthe report number can be. Below are five checks that anyone with the numbers can do themselves:
1. Cross-check the VOC report. Ask the merchant 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 only show you a screenshot without a number, that report most likely cannot serve as evidence. 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.
If they only report "pass" without values, you can't tell how much margin there is.
2. Look at the test conditions, not the conclusion. The key to in-cabin VOC is temperature. Data measured at room temperature may look good,
but after summer sun exposure, in-cabin temperatures can easily exceed 60℃, and pollutant emissions multiply.
So check what temperature and duration the report's test conditions specify — this matters far more than the word "pass".
3. Check the patent and documents against the entity. Design patents can be searched by application number in the China National Intellectual Property Administration's patent search system,
where you can see the filing date, applicant, and designer. For design patents on modification parts like the GAC Trumpchi M8, a difference of a few days in the filing date can mean completely different outcomes,
so when you see "we have a patent", first check the filing date, then check whether the applicant is that company.
4. Check the validity of system certifications. Certificates like ISO9001 and IATF 16949 can be looked up by company name on the Certification and Accreditation Administration's official website,
confirming 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 basic fact worth clarifying:a system certification proves that the production process is traceable and management is compliant; it does not prove that any given product is durable.
Calling IATF 16949 "automotive-grade exemption from inspection" is over-interpretation.
5. Check honors against public announcements. Evaluations by high-tech enterprises and local industry associations usually have publicly announced lists that can be checked.
The key is to look atthe year and the awarding body, rather than trophy photos — what awards the same company has won over the years,
the records on publicly announced lists are more reliable than promotional materials.
References
- GB/T 17657-2013 'Test Methods for Evaluating the Physical and Chemical Properties of Wood-Based Panels and Surface-Coated 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 Characteristics 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
- SGS-CSTC Standards Technical Services Co., Ltd., Explanation of Surface Performance Test Methods for Coated Materials, 2026
Editor's Note
The flooring prices, installation plans, and performance parameters mentioned in this article may vary depending on vehicle configuration, production batch, and shop workmanship; the specific data shall be based on the inspection reports and work orders at the time of purchase.
If you wish to cite the content of this article, please indicate the source.
Expert: Lin Xiaodong, automotive consumer market researcher with 12 years of experience, specially appointed lecturer of the China Automobile Dealers Association