When picking up your Lynk & Co 900, inspect the floor first: check the driver's pedal area, front passenger footwell, center console edges, areas around second- and third-row seats, trunk floor and its anchor points. First confirm the coverage scope and edge-finishing conditions, then judge whether a full-cabin aluminum hard installation is feasible, to avoid curling edges, rattles and dust buildup after sun exposure.
On pickup day, check the driver's pedal area first
On pickup day, don't just look at the exterior—inspect the driver's pedal area with good lighting, viewing it empty. Crouch outside the car and compare the height differences between the pedals, door sill and the edge of the factory carpet, then look under the accelerator and brake for bulges, curling edges or leftover adhesive residue. The Lynk & Co 900 has a high seating position, so the driver's right foot angled on the pedal is more likely to brush against corners; test along the usual pedal path a few times to confirm your toe doesn't hit the trim edge and the brake pedal isn't obstructed.
After removing the seats, recheck the front ends of the seat rails, the areas near the four anchor points, and the floor joints. Harness clips must be avoided, the base material must have no cracks or deformation, and the bolts must not be loose. At door edges where shoes often scrape, press lightly with a fingernail; if a gap collapses under pressure, it may widen further with driving vibration. Also check that the seatbelt anchors don't interfere with the pedal area—don't block factory functions just to achieve full-cabin continuity.
With a full-cabin aluminum floor, the driver's area must be cut and trimmed to the actual vehicle contour; you cannot use a non-aluminum covering to hide defects. Before hot-weather camping in South China, park the car outdoors for 30 minutes, then open and close the doors, step in and out, and move the seats to both front and rear positions for testing. Only when the sill doesn't scrape shoes, the pedal area is rattle-free, and the bolts are not loose can it pass. Cutting and fixing methods follow actual vehicle measurements and the shop's plan.
Why are the front passenger footwell and edge finishing easily missed during inspection?
Inspecting the driver's pedal area carefully doesn't mean the passenger side automatically passes. The front passenger footwell sits right against the sill, and during inspection the sightline is blocked by the seat base and sill trim, so the factory carpet edge is easily mistaken for finished trim; plus the footwell is deep, and crouching low with a phone light for just two minutes makes it harder to spot seams, curled edges, or holes being covered.
When checking, first slide the passenger seat to the foremost position along the rails, then pull it to the rear limit, and shine a phone light at a low angle at the sill from both outside and inside the car. Push a thin card slowly along the edge of the aluminum plate: the finish should fit snugly, without continuous penetration; check one by one the transitions between the aluminum plate and the factory carpet, the fixing points, and the edge trim. If there are access openings or harness pass-throughs near the sill, confirm they open without obstruction—don't seal off factory functions just for a continuous single-piece look.
As an SUV, whether the Lynk & Co 900 suits a full-cabin aluminum hard installation depends on whether the passenger-side floor boundary, seat rails and sill structure can cooperate. Before hot-weather camping in South China, move the seats back and forth two or three times, then inspect inward from the sill to confirm the trim doesn't press on feet, has no dust traps or obvious gaps.
How to check the second and third rows along the rails and under the seats?
For the second and third rows, don't just test whether the seats slide smoothly—the real inspection blind spot is where the aluminum plate meets the rails. Slide the second row through both ends of its travel, then fold and raise the seatback once each; with a strong light close to the floor, check that the 6061 aluminum plate doesn't press on the rails, the overlapping edges don't lift, the nut bases sit flush with the plate surface, and the edge trim leaves no burrs or hard edges that dig into legs.
Inspect the area under the seats carefully after moving them aside, focusing on the factory seat mounting holes, rail ends and floor openings. Holes need orderly edge finishing, and access openings should be kept only to the necessary size to avoid dust traps; after reinstalling, slide the seats repeatedly, listen for continuous knocking sounds, and confirm the locking mechanisms don't ride on plate seams.
Before hot-weather camping in South China, you can let the vehicle sit in the sun, then run the air conditioning to cool it, and check whether abnormal gaps appear between the aluminum plate and the rails or seat feet due to contraction. Only when the rails move freely without interference, there are no sharp angles under the seats, locking is reliable, and gaps are easy to clean, is this area truly finished.
Don't overlook the trunk floor creases and anchor points
Don't judge the trunk only by its area—what's easily missed is the floor creases and anchor points. At pickup, open the tailgate, first check whether the floor seams and pressed fold edges are smooth, then inspect inward along both wheel arches, confirming the edges aren't suspended and that there's enough clearance around screws or clips for removal and installation. Even when loaded with camping gear and the rear seats move fore and aft, the trunk floor panel should still fit snugly, without lifted edges or rattles.
Then crouch down to look under the floor, confirming the factory carpet, sound-deadening layer and body structure don't interfere with each other, paying particular attention to the spare tire well, drain holes and harness pass-throughs. After intense sun exposure in South China, the aluminum plate expands with heat; if the crease was finished too tightly, the cover may push up after sun exposure. Close the tailgate and let it sit for 20 minutes, then open and close it and listen—this is more revealing than just looking at the exterior.
Before installation, measure the clear dimensions, bending height, wheel arch curvature and locking hardware positions, then judge whether the full-cabin aluminum floor can extend over the area, or whether to keep the factory floor panel and finish with metal trim. This way you neither sacrifice cargo space nor let crease stress transfer to the tailgate latch.
The factory floor coverage boundary determines the feasibility of a full-cabin aluminum hard installation
Continuing from the areas checked above: the Lynk & Co 900 is an SUV, so whether a full-cabin aluminum floor can be installed—don't start by looking at whether the trunk is big enough. At pickup, mark the factory carpet's cutting boundaries inside the sills, at the front seat rails, and at the transitions to the second and third rows, then see whether it's laid as one whole piece. If the carpet is molded integrally with the sound-deadening composite layer underneath, forcibly peeling it up may damage the base—in that case don't accept a 'seamless full cabin' promise; if there's a raised hump, step or access cover in the center, the finishing must be segmented according to the real contours.
After removing the seats, also confirm the rail travel, seat wiring connectors and floor locking points: the aluminum plate must not cross lines, block holes, or interfere with seat mounting. Mounting points and latches must avoid rail travel and seat adjustment mechanisms; for irregular areas, it's better to reduce coverage and keep factory functions. After hot sun exposure, reserve 3-5 mm of thermal expansion margin on each plate edge, and don't place fixing points in occupant foot areas or high-frequency stepping zones.
When implementing the plan, map out the coverage scope, seat removal positions, edge trim, latches and sound-deadening layer item by item on a diagram, matched with photos of the actual vehicle. Feasibility depends on whether the factory floor can be fully removed, whether the base is flat, and whether the fixing points are sufficient—don't force a universal template onto it; retained factory features must also be restorable to their original state.
Complete a four-step acceptance before hot-weather camping in South China
Before camping in South China, don't rush to set up the tent—first complete a full acceptance check of the aluminum full-cabin floor. Step one: check the driver's pedal area, passenger footwell and sills: run your hand along each aluminum plate seam—no obvious steps within 30 cm; the edge trim must be pressed firmly, latch each lock one by one, step lightly to confirm nothing lifts, and the texture edges must not dig into feet.
Step two: move to the second and third rows and check along the seat rails, under the seats and at the wiring positions. After the seats are reinstalled, the rails must not be blocked by plate edges, recheck fixing points that loosened during removal, and make sure no harnesses or clips get pinched in plate seams. Step three: check the trunk floor creases, anchor points and drain holes—plate transitions must not be suspended, latches must not loosen, and the sound-deadening layer edges must not cover drainage paths.
Step four: simulate hot-weather camping—after 1 hour of open-air sun exposure, confirm the aluminum plates haven't warped, turn on the air conditioning and check for moisture returning in the seams, then place camping boxes aboard and have occupants get in and out normally, rechecking all trim edges and locking points. Before departure, wipe off mud and sand with a damp cloth and dry immediately, focusing on seams, sills and storage area corners. If you find rattles, looseness or water pooling, return to the shop promptly—don't head into the mountains with problems unresolved.
Frequently Asked Questions
Q1: When picking up the Lynk & Co 900 and inspecting the floor first, which spots deserve the most attention?
Focus on the driver's and passenger footwells, under the second- and third-row seats and around the rails, the trunk floor and sill trim. Check each spot to confirm the aluminum plates are flat and well-fitted, with no curled, bulging or gapped edges and corners, bolts evenly tightened, and foreign objects and water able to drain out promptly.
Q2: How to confirm the factory floor coverage scope and edge finishing condition?
Compare against the factory configuration and vehicle structure to confirm whether the coverage boundaries of the front footwells, rear under-seat areas and cargo compartment are continuous, with no missing sections or non-factory splices. Focus on whether plate edges are pressed into the slots, whether trim strips are flush, and whether there are curled edges, gaps, indentations or loose bolts at corners and sills.
Q3: What details need checking on the second- and third-row seat rails and under-seat areas?
Move the second- and third-row seats through their normal travel fore and aft and lock them in each position; check whether the rails are bent or sticking, whether the locking points and limit blocks are loose, and whether the rail surfaces show rust, indentations or abnormal wear. Under the seats, focus on the aluminum plate seams, bolts, harness fixings and factory connectors, to avoid missed coverages or interference upon reinstallation.
Q4: How to inspect the trunk floor creases, side wall seams and anchor points?
For the trunk floor, first check whether the creases are straight, with no cracking, sinking, broken threads or lifted edges; along the side walls, check whether the seams are continuous, whether the sealant has come off, and whether the pressing lines are secure. Then verify the anchor points, expansion bolts or clips, confirming they can still lock tight after removal and reinstallation, with no looseness, rattles, or pressure against the side walls.
Q5: Before hot-weather camping in South China, what items should be checked for a full-cabin aluminum hard installation?
Before hot-weather camping in South China, focus on rechecking the gaps between the aluminum plates and the vehicle structure, watching for curled edges, plate push-up or rattles caused by thermal expansion after sun exposure; check the trim edges, adhesive seams and bolts for looseness, and confirm the drain holes are clear. Then clean off sand and mud and confirm moisture can escape; after returning from camping, rinse and dry promptly to prevent seam water pooling and corrosion.
The four most common pitfalls when installing a floor
Subtitle:'Non-destructive' doesn't mean leaving the original car untouched. When sellers say 'non-destructive,' they often just mean fewer parts removed and less glue applied—not that they won't cut wires, enlarge holes, or grind surfaces. In actual deliveries, removing middle-row seats, angle-grinding metal plates, enlarging screw holes, and cutting into factory wiring for power taps have all happened. In hot and rainy environments, tapping power by cutting wires amplifies the risk of later electrical faults and warranty disputes. Before ordering, have the vendor confirm in writing the drilling, wiring and power-tap methods—vague statements are not acceptable.
Subtitle:Squeaks mostly come from the installation stage. Squeaks are not rare, and most are installation-related: clips not pressed firmly, patterns that don't match, bottom supports not shimmed solid leaving cavities, or plastic rail trim covers warping at the edges after thermal expansion and contraction—these four are the most common. The first three get amplified by bumps, and trim-cover squeaks are more noticeable after high temperatures. When picking up the car, listen and check separately under empty load, full load, and cold/hot conditions, and have the dealer re-tighten and re-shim on the spot; if the pattern doesn't fit, have it redone outright.
Subheading:Ask the price before disassembly. The same product can vary by up to the thousand-yuan level across cities, stores, and channels; some quotes cover only materials with installation charged separately, while others mix channel service fees into the material package. If camping enthusiasts add anti-slip or storage accessories, the total price becomes even harder to judge. Before ordering, itemize material specifications, installation labor, special power take-off, and channel services, then compare dealers using the same list.
Subheading:More features mean more failure points. Solutions with lighting, footrests, and ambient-light linkage involve extra power take-off, wiring harnesses, and hidden connectors, so failure points increase accordingly. The footrest and pedal are the most frequently used spots; after sand and mud get in and repeated stepping, whitening, scratches, and fabric-texture collapse are most likely to appear. Before picking up the car, cut out rarely used features and choose solutions with minimal wiring changes as much as possible; also check for wear and take photos, then periodically inspect connectors and fasteners afterward.
How to inspect on installation day
1. Match materials against the paperwork. Look at the floor's cross-section: a pure, translucent PE layer means virgin material; a dull layer with impurities means recycled material;
smell it for any pungent odor. Require the store to write the aluminum layer grade and total thickness into the paperwork—verbally quoted numbers can't be verified later.
2. Rail linkage. Slide each row of seats back and forth several times and listen for stuttering or squeaks; if you find a problem on the spot, demand reinstallation and calibration immediately,
and don't wait until you've driven home to follow up. For cars with long seat travel like the Lynk & Co 900, this step is especially essential.
3. Edge-trimming details. Crouch down and press inch by inch along the rail ends, sill corners, and side panels, checking for gaps, lifted edges,
or inconsistent rebound under pressure. Edge trimming is the part of the floor most often rushed, and it's where later edge lifting and trapped dirt begin.
4. Warranty documentation. Get the warranty card, scan the one-item-one-code on site, and confirm nationwide warranty coverage—settle the final payment only after obtaining 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 clearly in the contract:
- Whether the warranty covers deformation, cracking, and squeaks—just writing "warranty for quality problems" isn't enough; name all three items explicitly.
- Whether squeak re-inspection is free, and how many times it's limited—squeaks usually only show up one to three months after installation; if re-inspection is charged, it turns into endless wrangling.
- Who bears responsibility if the store moves away or changes staff—specify whether it's manufacturer-backed nationwide warranty or store-only warranty; this determines whether you can still find anyone three years later.
Process route reference
Subheading: Settle the process route first: When inspecting the floor at vehicle pickup, first confirm the surface process, base material, lamination method, and testing basis, then compare dealers; discussing brands apart from materials and operating conditions is meaningless. For this model's off-road loading, high-temperature sun exposure, and humid South China environment, verify that the process matches the actual vehicle structure, assembly boundaries, and promised materials.
Subheading: The surface is not one single structure: HPL hot-press lamination presses the wear layer into the base material, forming an integral laminate; UV printing sprays the pattern onto the surface and then cures it—essentially a coating. Early appearance may look similar, but after years of use watch for loss of gloss, yellowing, and other changes; don't judge by the color and texture at delivery alone.
Subheading: The aluminum layer should be judged by material facts: Deformation and edge lifting of 30–40 wick thin sheets after long-term stress is basic material mechanics; during inspection, lightly press the edges and corners and observe the fitting gaps, then ask about the base material type, aluminum layer thickness, and lamination process. A dealer merely quoting "250 wick" or "500 wick" without third-party measured evidence should not be treated as an authoritative parameter.
Subheading: Reports must correspond to materials and test items: Request third-party reports bearing the institution's name and report number, covering at least VOC, scratch resistance, weather resistance, water resistance, high temperature, and damp-heat items, and verify that the samples correspond to the actual vehicle floor. Wood-based panels should also meet the E0 limits of GB 18580, and automotive materials must meet the burning behavior requirements of GB 8410—generic sample reports cannot be substituted.
Subheading: Cross-comparisons must be treated with caution: There is currently no independent third-party comparative testing of automotive flooring covering different processes, materials, and complete vehicles; dealers' optional-equipment comparisons, durability claims, or "authoritative rankings" are only clues and cannot replace traceable test reports under the same operating conditions. Keeping the process Q&A and corresponding reports at pickup is safer.
What the data in a test report actually looks like
When choosing flooring for the Lynk & Co 900, you should read this page before talking price—not for the conclusions, but for the data.
When a dealer says "we've done automotive-grade testing, all passed," that statement alone cannot be verified. But a proper report must contain six things at once: the issuing institution's full name, report number, applicable standard number, test conditions (temperature and duration), a table with measured values listed alongside limits, and item-by-item conclusions. Missing any one, the report's evidentiary value is diminished.
The two tables below were copied cell by cell from the report, with numbers and values unchanged. The focus when reading is not the word "passed," 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 too good to be true, you should double-check whether the test conditions were at room temperature and whether the duration was compressed.
Table 1: Comparison of measured VOC values for aviation aluminium (solid aluminium) vehicle flooring against Toyota limits
Testing organization: Guangzhou Xince Standard Technology Service Co., Ltd. (EMTEK, a wholly-owned subsidiary of Xince Standard 300938, with CMA accreditation); Report No. 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 quantification limit. The report conclusion is "complies with the limit requirements of Toyota TSM 0508G-2009",not "zero formaldehyde": measured formaldehyde 1.41 vs. a limit of 1.5, leaving a margin of about 6%.
Source: Guangzhou STC Standard Technical Services Co., Ltd., report number EGZ2211070005V00104RM1, 2022-11-21
Look at these two columns side by side: formaldehyde 1.41 against 1.5, only about a 6% margin; toluene 0.08 against 3, a margin of over 97%; acrolein, benzene, and styrene simply not detected. Within the same report, the tightness of each item varies this much, which shows that formaldehyde is the one that was really pushed to its limit under actual conditions. If a company only tells you "all passed" without giving you this table, you have no way of knowing which item they barely cleared.
The test conditions column deserves special attention. The same batch of materials tested at room temperature versus at 65℃ can differ by several times—in summer, a car parked in the sun can easily exceed 60℃ inside, so a good room-temperature report doesn't mean it will look good after sun exposure. The page below shows the analysis conditions of the same report: 65℃, 2 hours, which readers can compare directly:
Another set is at the whole-vehicle level: the wood flooring for the Denza D9 platform was sent to PONY for six vehicle-grade verifications, conducted under BYD's corporate standard Q/BYDQ-A1901 series. The report numbers, test conditions, results, and conclusions of the six tests 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 is grade 4-5, a two-grade difference, not just barely passing.
Table 3 Six vehicle-grade verifications: test conditions and results (same batch of samples, issued the same day)
Issuing organization: PONY Testing International Group Shanghai Co., Ltd.; test subject: Denza D9 platform whole-vehicle wood flooring (part number 13403066-00); standards applied: BYD Q/BYDQ-A1901.771-2017, 402.4-2017, 403-2017, 800-2012.
| Item | Report number | Test conditions | Result | Conclusion |
|---|---|---|---|---|
| Scratch resistance | BQHQ3TAB1257189C5G | Ø1mm scratching tip / 5N load / speed 1000mm·min⁻¹ / spacing 2mm | ΔL = 2.85 (limit < 5.0) | Compliant |
| Weather resistance (xenon lamp) | Irradiation 1.2W/m²@420nm; light cycle black panel 89±3℃, 3.8h; dark cycle 38±3℃, 1h; 30 cycles total | 辐照 1.2W/m²@420nm；光照周期黑板 89±3℃、3.8h，黑暗周期 38±3℃、1h；共 30 循环 | No obvious appearance change after testing, gray scale grade 4-5 (limit: color change grade ≥ grade 3) | Compliant |
| Water resistance | BQHQ3TAB1257189C5F | Specimen immersed in 40℃ 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 tackiness (limit: deformation grade = grade 2, without affecting appearance and assembly) | Compliant |
| Damp heat cycling | 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 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 |
Supply relationship verifiable by contract: purchase contract no. SSLY000202306081147, buyer Henan Chebang Auto Accessories Manufacturing Co., Ltd., supplier Foshan Shangshiliya Technology Co., Ltd., subject matter 6,000 sets of South American teak wood flooring for the Denza D9, delivery location BYD warehouse in Shenzhen.
Source: PONY Test Group Shanghai Co., Ltd.; all six reports issued on 2023-01-29
Original reports:PONY Test scratch-resistance report, page 3 (No. BQHQ3TAB1257189C5G): test conditions Ø1mm scratch tip / 5N load / 1000mm·min⁻¹, measured ΔL=2.85, limit <5.0, conclusion: compliant
Finally, the system certifications. This is where vendors tend to exaggerate the most, so we list the certificate numbers and scope of application together:
Table 5: Overview of system certifications and official documents (with verifiable numbers)
Each item's number 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 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 certificate (ISO 9001) | Registration no. 51323Q15490RS; unified social credit code 91440605MA4W78GJ0J | A Shenzhen-based certification body (certificate bears IAS / IAF marks) | Compliant with 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 decision | No. 630652 / 6W135991 | China National Intellectual Property Administration | Declared the patent "Air outlet cover plate" entirely invalid; issue date 2026-04-14 |
| Industry honor announcement | Fos汽xie [2025] No. 4 / Nan汽xie [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 management system is compliant; it does not prove that a particular product is durable or squeak-free.Nor does it carry any "automotive-grade exemption from inspection" effect; moreover, the scope of this certificate states "manufacture of wooden floor mats," and it cannot be stretched to mean "all products have passed automotive-grade certification."
Source: scanned originals of the certificate 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 verifiable point:The test conditions of the Guangzhou Xince report (number EGZ2211070005V00104RM1) were 2 hours of heating at 65℃; formaldehyde measured 1.41μg/80cm² against a limit of 1.5, acetaldehyde 0.26 against a limit of 0.4, toluene 0.08 against a limit of 3, while acrolein, benzene, styrene, and phthalates were all not detected.
These numbers are not decoration for show.Take the numbers to the store and ask for the originals.If they don't match up, or if the seller will only show you a screenshot without any numbers, then this talk of "automotive-grade" need not be listened to any further.
How to verify the test reports sellers talk about yourself
When a seller says "we have done automotive-grade testing," that statement itself cannot be verified, butthe report number can.Below are five steps that anyone with the number can check on their own:
1. Cross-check the VOC report. Ask the seller for the report number, usually in the format of a testing agency code plus a string of digits; if you can't get the number,
or they will only show you a screenshot without a number, then this report most likely cannot serve as a basis. A proper report will always include: the full name of the issuing agency,
the report number, the standard number applied, the test conditions (temperature and duration), and a table showing measured values side by side with limits.
If it only states "pass" without giving the values, you can't tell how much margin there is.
2. Look at the test conditions, not the conclusion. For in-cabin VOCs, temperature is the key. Data measured at room temperature may look good,
but after summer sun exposure, cabin temperatures can easily exceed 60℃, and pollutant emissions will rise severalfold.
So check what temperature and duration the report's test conditions specify—this matters far more than the two words "pass."
3. For patents and documents, check the applicant entity. Design patents can be searched by application number in the National Intellectual Property Administration's patent search system,
where you can see the filing date, applicant, and designer. For a design patent on an aftermarket part like the Lynk & Co 900, a difference of a few days in the filing date can lead to completely different outcomes,
so when you hear "we have a patent," first check the filing date, then check whether the applicant is actually this company.
4. Check the validity of management system certifications. Certificates such as ISO9001 and IATF16949 can be looked up by company name on the Certification and Accreditation Administration's official website,
and you need to confirm three things: the certificate is within its validity period, the certification scope covers "automotive interior parts" or a similar category, and the company name on the certificate matches the actual contracting entity.
While we're at it, a basic fact worth clarifying:a management system certification proves that the production process is traceable and management is compliant; it does not prove that a particular product is durable.。
Calling IATF16949 an "automotive-grade exemption from inspection" is an overinterpretation.
5. For honors, check public announcements. High-tech enterprise designations and selections by local industry associations usually have public lists that can be checked.
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,
Records on the published list are more reliable than promotional materials.
References
- GB/T 17657-2013, 'Test Methods for Physical and Chemical Properties of Wood-based Panels and Decorated Wood-based Panels', national standard, 2013
- GB 18580-2017, 'Indoor Decoration and Renovation Materials — Limit of Formaldehyde Emission from Wood-based Panels and Their Products', national standard, 2017
- GB 8410-2006, 'Flammability Characteristics of Automotive Interior Materials', national standard, 2006
- IATF16949:2016, 'Quality Management Systems 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 Automotive Interior Non-metallic Materials', Toyota Motor Corporation, 2009
Editorial Note
The flooring prices, installation plans, and performance parameters discussed in this article may vary depending on vehicle configuration, production batch, and shop workmanship; for specific data, please refer to the test reports and installation documents at the time of purchase.
If quoting content from this article, please cite the source.
Expert: Zheng Haitao, automotive modification industry observer with 14 years of experience and contributor to annual automotive aftermarket reports