30 xenon lamp aging cycles cannot be directly equated to several years of natural exposure; the test light source, UV intensity, temperature and humidity all differ. For long trips in rainy northeastern regions, more attention should be paid to moisture ingress and sand accumulation risks at the seams, edge wrapping, around the second-row trim covers, and near the hidden tracks of the aluminum full-cabin hard trim.
Why 30 cycles cannot be converted into years of sun exposure
The "30 cycles" in a xenon lamp aging chamber are more like an accelerated test: repeated irradiation at specified intensity, duration, temperature and humidity, interspersed with condensation or spraying, to observe material aging. It is not the same as parking the vehicle outdoors for continuous exposure over years—the spectrum, cumulative dose, temperature fluctuations and hot-humid conditions all differ, and the samples in the chamber cannot be matched one-to-one with the sunlight, shading, standing water and temperature differences the actual vehicle floor endures.
Applied to the full-cabin aluminum floor of an MPV like the Wey Gaoshan 9, 30 cycles can serve as a before-and-after reference for materials of the same batch, but cannot be directly converted into "how many more years of use." Watch for color differences, loss of gloss or localized whitening on the aluminum sheet surface, shrinkage or cracking of the edge wrapping, water marks around the hidden tracks and near the second-row trim covers; these phenomena are amplified by northeastern rain, sand and frequent hot-cold cycling.
Before business receptions, do an on-site check: wipe away standing water on the floor, shine a flashlight at an angle along the seams to see whether edges are lifting, then walk along the hidden tracks and second-row trim covers to check for sand jamming and seam water seepage. Test figures help screen workmanship but cannot replace inspection of the actual vehicle, let alone promise a fixed service life.
Northeastern rain amplifies risks through seams and sand
The risk from northeastern rain is not just water seeping through doors and the tailgate. With frequent entry and exit during business receptions, mud and sand carried on shoe soles easily land near the sills, seat rails and floor seams; after rain or snow, meltwater brought into the cabin can migrate slowly along rivet points, under the lower edge of the edge wrapping, and through track openings. The full-cabin aluminum floor itself does not absorb water, but seams and areas around trim covers can still trap water and sand.
The hidden tracks and second-row trim covers especially need checking. After snow-melting salt, mud and fine sand from northeastern roads enter the track grooves, repeated seat movement creates friction; if trim cover edges have warping or gaps, abnormal noise, water accumulation and localized corrosion can appear. At pickup, slide the seats back and forth several times and check the bottom of the track grooves, the four corners of the trim covers, and under the edge-wrapping press strips for water marks, sand or damp traces.
After rain or snow, no need to remove the floor: use a soft brush to sweep mud and sand outward from the seams, then wipe dry the track openings and the inside of the edge wrapping. Before a long reception trip, slowly slide the second-row seats to confirm the trim covers do not interfere and the press strips are not loose, and that there are no wet marks around the sills and tailgate. What the northern rainy season really calls for is guarding against fine sand repeatedly grinding after entry, and water lingering long at the closures.
Check seams, tracks, trim covers and edge wrapping on pickup day
On pickup day, don't just look at whether large areas are flat. Bring a strong flashlight and shine it section by section along the aluminum sheet seams from front to back. Sample at least 3 spots per seam, confirming joints are even, cuts are free of burrs, and the height difference between the sheet and floor does not snag your feet; then push across the edges with your palm—there should be no lifting, wobble or abnormal noise. Focus on areas near seat mounting holes, sheet junctions, and the door side, which are most easily overlooked.
The second-row hidden tracks are a priority. After opening the trim covers, check the track grooves for aluminum shavings, sand and water traces; after the cover is seated it should sit flush with its surroundings, without looseness, lifted edges or scratching. After reinstalling the second-row seats, slide them a few times to confirm the latches seat fully and connect smoothly, and that the trim covers do not interfere with seat connectors. Over-tightened screws can deform the trim cover, actually hindering later removal.
Finally, check the edge wrapping and press strips. The wrapping should be fully attached with no open corners; press strips should continuously hold the closure and not move when stepped on. Wipe the seams and track grooves with a tissue—if sand keeps coming out, cleaning and assembly are not finished. Photograph issues on the spot, mark locations and have the installers fix them; don't wait until customers board or a long trip begins to patch seams.
Edge wrapping vs. press strips: the difference is in the closure
Edge-wrapping press strips may look like they merely tuck in the aluminum sheet edges, but the real difference lies in what they press and where water enters. The Wey Gaoshan 9 is an MPV with a high sill and long cabin depth; sand and rainwater carried on shoe soles during boarding repeatedly impact the closures. Snapping a narrow strip over the outer edge of the aluminum sheet looks tidy, but the fixing points and ends can become water seepage channels.
During installation, the press strips should continuously fit against the edges of the 6061 pure aluminum sheet, with fasteners staggered at overlaps, and the screw-hole perimeters and both ends sealed; add another continuous seal on the windward side so rainwater cannot sneak under the sheet through gaps. Aviation aluminium is actually 5052, not pure aluminum; shaped sections can use it as needed, but don't mix material names with performance claims at load-bearing closures.
At acceptance, don't just stare at the shine. Push along the sill with your palm, then check the longitudinal seams—edges should not lift, and there should be no obvious hollow sound when pressed; drip a little water on the windward side, wait 3 minutes, and there should be no wet line or seepage points inside. Do one more inspection before departing on a business reception—it beats tearing up the floor afterwards to find water.
What water hazards to guard against around hidden tracks and second-row trim covers
With seats removed, hidden tracks become the easiest place for dirt and grime to hide. Muddy water brought in on trouser cuffs during rain will creep along the groove openings toward the aluminum sheet seams; once dampened, tracks corrode easily, develop noise, and seat sliding resistance increases. Around the second-row trim covers is also a risk point—if there is a break between the cover and the aluminum sheet, moisture enters from the edge; with long-term wet-dry cycling, trim cover bases and latches loosen and stick easily. In northeastern rain and snow, watch for snow-melting salt, which when dried mixes with sand and abrades tracks and cover edges.
At pickup, don't just look at surfaces. Move the second-row seats forward and back 3 times, checking the track grooves for standing water, sediment and white deposits; then open the second-row trim covers and check whether edges are pressed tight and latches engage smoothly—no forcing the cover repeatedly. Run your hand along the floor seams, focusing on track ends and edge-wrapping corners. If you find lifted seams, seal strips out of their grooves, or covers that won't fully sit flush, rectify before delivery—don't let moisture stay trapped underneath long-term.
If continuous rain occurs before a business reception, after parking you can suck out water at groove openings, rinse mud with low-pressure water, open the doors to ventilate and confirm dryness. Do not blast tracks directly with a high-pressure water gun, and don't let sealant cross seams and block drainage paths; after the seats are restored, confirm each latch one by one and test the sliding rails to ensure no abnormal noise or sticking, so trouble is less likely during the reception.
Recheck against this list before long business receptions
Before departure, park the vehicle on flat hardened ground and go through it in order: sill, second row, rear cabin. Focus on whether aluminum sheet seams are flush, whether there is standing water, sand or foreign objects in the hidden tracks, whether the ends of edge-wrapping press strips are lifting, and whether the second-row trim covers close flush. Step a few steps continuously along the aisle, then push and pull the seats through their travel; if there is wobble noise, sticking or cover resonance, fix it before departing.
Given northeastern rain, before departure open the second-row trim covers to check the track grooves, wipe mud clean with a soft cloth, then press the covers fully back and locked—never rinse seams and tracks with a water gun. Feel-check latches, screws and sheet edges one by one; sheet surfaces should sit flush, and no hard tools should be used to pry or press. If seats have been removed recently, also recheck screws, clips and sound-deadening layer placement to avoid noise or loosening while driving.
After loading luggage and reception supplies, do a dynamic check: move the seats back and forth two or three times, confirm the trim covers don't touch the rails, tools don't interfere with the hidden tracks, and the sill edge wrapping doesn't catch luggage wheels. Road-test at low speed for 10 to 15 minutes, then after speed bumps and continuous curves get out and re-inspect seams, press strips and latches. Problems often lie not in the sheet surface, but in invisible seams, track edges and closures.
Frequently Asked Questions
Q1: With 30 xenon lamp aging cycles on the Wey Gaoshan 9, can that be directly converted into years of natural sun exposure?
No direct conversion. Xenon lamp aging cycles are an accelerated test based on specific irradiation doses, power-on time and lamp cover condition, affected by spectral distribution, angle, temperature and cooling conditions; natural exposure is also affected by season, latitude, cloud cover, shading and rainfall. 30 cycles only indicate a relative aging trend—they cannot be equated to years of exposure, nor represent actual service life.
Q2: Driving long distances in rainy northeastern weather, how often should the seams of the aluminum full-cabin hard trim be checked?
It's recommended to check every two weeks during the rainy season, with an extra check before and after long trips. Focus on whether seams have standing water, lifting, deformation or looseness, and whether the rubber strips are damp or show water ingress traces; if water is found, dry it first and locate the seepage point—sustained dampness accelerates seal aging.
Q3: If there is sediment and standing water near the hidden tracks, how should it be cleaned?
Before cleaning, disconnect vehicle power and secure it, then remove sediment with a soft brush, rinse standing water with low-pressure clean water, and finally suck dry and air dry naturally. When sediment is hard, do not scrape hard with metal tools, to avoid scratching the tracks and the aluminum full-cabin hard trim surface; after cleaning, check for corrosion, deformation and poor drainage. If there is salt, rinse thoroughly with clean water.
Q4: After removing and reinstalling the second-row trim covers, how do you check whether the edge wrapping has lifted or misaligned?
After removing the second-row trim cover, check the edge wrapping against the vehicle body reference lines: see whether edges are gapped, lifted or unevenly offset, whether joints form steps, and whether clip hole positions align. Gently push the wrapping to confirm it is not loose, then reinstall and check whether the surrounding gaps are even. If deformation or clip damage is found, correct or replace first—do not force it in.
Q5: When cleaning the aluminum full-cabin hard trim before a business reception, how do you do it without leaving scratches?
Before cleaning, dust off and confirm no sand on the surface, then wipe section by section with neutral cleaner and a microfiber cloth; treat the edges and seams of the aluminum full-cabin hard trim with a soft brush. After wiping, immediately re-wipe with a clean damp cloth and dry, avoiding alkaline residue and localized friction. Do not use steel wool, abrasive powder, strong acids or alkalis, or a high-pressure water gun, to avoid scratches; finally recheck under side light.
Four most common pitfalls when installing flooring
Subheading: Get "non-destructive" clarified:Sellers' "non-destructive" usually means no major disassembly and no glue, but owners may understand it as the factory wiring, hole positions and interior being completely untouched. In actual deliveries, removing second-row seats, grinding seat metal plates with an angle grinder, enlarging screw holes, and cutting factory wiring to tap power have all happened. After wiring is cut for power, the risk of disputes over electrical faults and warranty rises noticeably. Before ordering, confirm in writing no wire cutting, no hole enlarging, no grinding, and accept inspection of factory hole positions and harnesses.
Subheading: Most abnormal noise comes from the installation stage:Squeaks and rattles usually aren't "wear over time"—they come from improper installation. Clips not pressed down firmly, patterns mismatched with the second row or cargo area, bottom supports not shimmed solidly leaving cavities, and plastic rail trim covers warping from thermal expansion—these four account for the vast majority, and pattern mismatch usually can only be redone. Before taking delivery, test once empty and once fully loaded on bumpy roads, and check the clips, supports, and rail edges. Don't rush into business reception duty before the problem is fixed.
Subheading: First break down all the costs item by item:The same set of HID lights or pedals can vary widely in price across cities and channels; some charge extra for installation, and online totals may not include sealing and adjustment. Before ordering, don't just ask for the total price—have the seller itemize kit materials, HID lamps and ballasts, wiring harnesses, removal and installation, sealing, and adjustment fees, then compare two or three shops side by side. For business reception vehicles on a tight schedule, it's even more important to distinguish channel markup from actual cost.
Subheading: Don't get greedy with features:The more features, the more wiring and hidden failure points. Lighting, electric footrests, and ambient light linkage mean extra power taps, wiring runs, and hidden connectors. In the rainy Northeast with frequent long trips, moisture protection for wiring and connector checks can't be skipped. Footrests and pedals see the most contact and are the easiest to wear white, scratch, or flatten the grain. Keep only commonly used features, secure the connectors, and ensure waterproofing; at handover, wipe with a damp cloth to simulate rain and fog, then retest the lights and footrests.
How to inspect on installation day
1. Match materials against documents. Check the floor's cross-section: a pure, translucent PE layer means virgin material; a dull layer 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—numbers given verbally can't be verified later.
2. Rail operation. Slide each row of seats back and forth a few times and listen for sticking or squeaks; if found on the spot, demand realignment and reinstallation immediately,
don't wait until you've driven home. For vehicles with long seat travel like the Wey Gaoshan 9, 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 where later edge lifting and dirt accumulation start.
4. Warranty documentation. Get the warranty card, scan the one-item-one-code on the spot, and confirm the nationwide warranty coverage—settle the final payment only after you have all three.
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 "warranty for quality issues" isn't enough; these three items must be named explicitly.
- Whether re-inspection for squeaks is free, and how many times—squeaks usually appear one to three months after installation; if re-inspection costs money, it becomes endless wrangling.
- Who bears responsibility if the shop moves away or changes staff—state clearly whether it's a manufacturer nationwide warranty or the shop's own; this determines whether you can still find someone three years later.
Process route reference
Order of judgment: Settle the process route first, brand second. When upgrading the floor for this model, verify the base material, surface process, installation structure, and verification reports before comparing styles. The Northeast is rainy, and the vehicle serves long-distance business reception, so materials must balance wear resistance, waterproofing and moisture resistance, thermal stability, and cabin odor—don't just judge by how realistic the wood grain looks.
Process differences: HPL high-temperature press lamination bonds the wear layer directly into the base material as one body, with a laminate surface structure; UV printing sprays the pattern onto the surface and cures it, essentially a coating. Initial appearance may be similar, but long-term use carries risks of gloss loss and yellowing—for guest reception scenarios, don't judge by the just-installed look alone.
What aging means: The 30 xenon-arc cycles in the verifiable weathering test (number BQHQ3TAB1257189C5E) do not equal several years of natural sun exposure. The cycle specifies irradiance, spectrum, temperature, and dark phases; natural sunlight is also affected by season, latitude, glass shielding, and rainfall, so it can't be converted directly as "X cycles per year."
Report verification: Products sold should have wear, weathering, water, high-temperature, humidity-heat, and VOC reports; verify CMA qualification, samples, and report numbers. Guangzhou STC (report number EGZ2211070005V00104RM1) measured formaldehyde at 1.41μg/80cm² against a limit of 1.5—it can only be called "within the limit"; also check GB 18580 and GB 8410.
Compare with caution: Aluminum layer thickness should be confirmed together with the base material, total thickness, and fixing method; 30–40S thin sheets may deform or lift edges after long-term foot traffic, and "250S" or "500S" claims without independent third-party measurement are merely the seller's self-reported figures. There are currently no independent third-party comparative tests in this category, so any so-called "authoritative rankings" should be discounted.
What the data in test reports actually looks like
For vehicles like the Wey Gaoshan 9, once the floor develops odor or absorbs moisture, no amount of daily cleaning can cover it—so first look at what was actually tested at the factory.
When a seller says "we've done automotive-grade testing, all passed," that statement itself can't be verified. But a proper report must contain six things at once: the full name of the issuing agency, the report number, the standard reference, the test conditions (temperature and duration), a table with measured values and limits side by side, and a conclusion for each item. Missing any one of these weakens 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," butHow much margin is there between the measured value and the limit—The smaller the margin, the tighter this metric is being squeezed; if the margin is so large the numbers look unrealistically pretty, you should double-check whether the test conditions were at room temperature and whether the duration was shortened.
Table 1: Comparison of VOC measured values for aviation aluminium (solid aluminium) vehicle flooring against Toyota limits
Testing organization: Guangzhou Xince Standards Technology Service Co., Ltd. (EMTEK, a wholly owned subsidiary of Xince Standards 300938, with CMA accreditation); report number EGZ2211070005V00104RM1, issued 2022-11-21; standard applied: Toyota TSM 0508G-2009; test condition: heating at 65°C for 2 hours.
| Controlled substance | CAS number | Measured value (μg/80cm²) | Toyota limit (μg/80cm²) | Item-by-item 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 concludes "meets the limit requirements of Toyota TSM 0508G-2009",not "zero formaldehyde": formaldehyde measured at 1.41 against a limit of 1.5, leaving a margin of about 6%.
Source: Guangzhou Xince Standard Technical Services Co., Ltd., report number EGZ2211070005V00104RM1, 2022-11-21
Look at 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 of over 97%; acrolein, benzene, and styrene were simply not detected. Within the same report, the tightness varies this much across items, which shows the formaldehyde item was really tested under true operating conditions. If a company 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 special 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. The page below shows the analysis conditions from the same report: 65°C, 2 hours, for readers to check directly:
Another set is at the whole-vehicle level: the wood floor for the Denza D9 platform was sent to PONY for six vehicle-grade validations, executed under BYD corporate standard Q/BYDQ-A1901 series. The report numbers, test conditions, results, and conclusions for the six items are listed below—note that for the weatherability item, the limit is stated as "color change grade ≥ grade 3", while the measured gray scale was grade 4-5, a margin of two grades, not just barely clearing the line.
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: wood floor 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 scratch head / 5N load / speed 1000mm·min⁻¹ / pitch 2mm | ΔL = 2.85 (limit < 5.0) | Compliant |
| Weatherability (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 | Specimens immersed in 40°C water for 48h → room temperature (R.T.) × 1h | No delamination, blistering, cracking, material stickiness, or other abnormalities | Compliant |
| High-temperature storage | BQHQ3TAB1257189C5C | 80°C × 4h → room temperature (R.T.) × 2h | No deformation, no delamination, no stickiness (limit: deformation grade = grade 2, without affecting appearance and 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 deformation visible to the naked eye, with no impact on appearance or assembly; deformation grade 2 (limit: deformation 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 No. SSLY000202306081147, buyer Henan Chebang Auto Supplies Manufacturing Co., Ltd., supplier Foshan Shangshiliya Technology Co., Ltd., subject matter 6000 sets of Denza D9 South American teak wood flooring, delivery location Shenzhen BYD warehouse.
Source: Pony Testing International Group Shanghai Co., Ltd.; all six reports issued on 2023-01-29
Original reports:Pony Testing scratch resistance report, page 3 (No. BQHQ3TAB1257189C5G): test conditions Ø1mm scratch head / 5N load / 1000mm·min⁻¹, measured ΔL＝2.85, limit <5.0, conclusion compliant
Finally, system certifications. This is the area where vendors most tend to overstate, so the certificate numbers and scope of application are listed together:
Table 5: Overview of system certifications and official documents (with verifiable numbers)
Each entry comes with a number that can be used to verify the entity and validity period; the effective scope of each certificate 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) | Complies with GB/T 19001-2016 / ISO 9001:2015; certification coverage: "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 outlet cover plate" entirely invalid; dispatch 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 Innovative 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 or free of squeaks,and there is no such thing as "automotive-grade exemption from inspection"; moreover, the scope of this certificate reads "manufacture of wooden floor mats," which cannot be stretched to mean "all products have passed automotive-grade certification."
Source: scanned originals of the certificates and documents, with the numbers listed 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 thing you can verify:In the Guangzhou Xince report (number EGZ2211070005V00104RM1), the test condition was 65℃ heating for 2 hours; formaldehyde measured 1.41 μg/80cm² against a limit of 1.5, acetaldehyde 0.26 against 0.4, toluene 0.08 against 3, while acrolein, benzene, styrene, and phthalates were all not detected.
These numbers are not decoration for show.Take the numbers and ask the dealer for the originals.If they don't match, or the dealer will only show you a screenshot with no number, then you needn't listen to any more of this "automotive-grade" talk.
How to verify the test reports merchants cite yourself
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 anyone can perform with the number:
1. Trace the VOC report. Ask the merchant for the report number, usually formatted as the testing agency's code plus a string of digits; if you can't get a number,
or they'll only show you a screenshot without one, the report most likely cannot serve as evidence. A legitimate report will always include: the issuing agency's full name,
the report number, the standard applied, the test conditions (temperature and duration), and a table with measured values alongside limits.
If it only states "pass" without the values, you can't see 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, cabin temperatures can easily exceed 60℃, and pollutant emissions rise severalfold.
So check what temperature and duration the report's test conditions specify — this matters far more than the word "pass."
3. For patents and documents, check the entity. Design patents can be searched in the National Intellectual Property Administration's patent search system by application number,
where you can see the filing date, applicant, and designer. For appearance patents on accessories like those for the Wey Gaoshan 9, a difference of a few days in the filing date can completely change the outcome,
so when you see the claim "we hold a patent," first check the filing date, then check whether the applicant is actually that company.
4. For system certifications, check validity. Certificates like ISO9001 and IATF 16949 can be looked up on the Certification and Accreditation Administration's official website by company name.
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 piece of common sense:system certification proves the production process is traceable and management is compliant; it does not prove that any particular product is durable.。
Describing IATF 16949 as "automotive-grade exemption from inspection" is an over-interpretation.
5. For honors, check the public announcements. High-tech enterprise designations and local industry association awards usually have publicly announced lists you can check.
The key is to look atthe year and the awarding body, not at photos of trophies — which awards the same company has won in various years,
The records on the public disclosure list are more reliable than the promotional materials.
References
- GB/T 17657-2013 "Test Methods for Physical and Chemical Properties of Wood-Based Panels and Decorative 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 from Non-Metallic Automotive Interior Materials", Toyota Motor Corporation, 2009
Editor's Note
The flooring prices, installation plans, and performance parameters mentioned in this article may vary depending on vehicle model configuration, production batch, and shop workmanship. For specific data, please refer to 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: Zhao Wenbo, automotive materials engineering expert with 22 years of experience, nationally registered quality engineer