After three years, the factory carpet of the Zeekr S800's stepping areas typically hardens, the pile flattens, and edges fray easily; partial protective layers tend to trap grit and water and develop lifted edges at the seams. If the southwest rainy season leaves things damp for long periods with an odor, clean and dry first, then decide whether a partial replacement is needed.
The carpet stepping area is the first thing exposed during rainy-season commuting
When commuting through the southwest rainy season, the first problem to show up is often not the seats but the factory carpet, pressed repeatedly by shoe soles every day. From the residential parking garage to the office and then walking to the front desk, fine sand and moisture carried in on shoe soles grind out two darker trails in the driver's and front passenger's foot placement zones. After a week of continuous rain, if the carpet edges begin to whiten and the fibers thin out, gently run your hand along the direction of the fraying to see whether it has reached the stage where it needs replacement.
Don't just focus on the middle of the cabin. Carpet edge seams, the inside of the door sills, and the junction between the factory carpet and partial hard protective layers trap dirt even more easily. Water dripping from umbrellas seeps down along the edges and leaves a faint musty smell even after drying. Repeated stepping with wet shoes grinds away the newly exposed fiber roots. After three years, even if the surface looks intact, the feel underfoot may already have gone flat.
After taking delivery, you can start a record: photograph three spots—the driver's seat, front passenger seat, and rear entry points—and re-check the length and width of the fraying bands every six months. When you get home on a rainy day, don't blast the interior with a high-pressure hose; wipe the mud and water off your shoe soles first, then open the doors to ventilate. Rather than covering the problem with thick mats, it's better to check early whether the seams between the factory carpet and the partial hard layer have lifted edges, sand intrusion, or water ingress.
Check these 4 spots on delivery day
When you get a new car, don't just check that the color is uniform—drive a short loop after rain, then focus on four spots. The driver's pedal area is most likely to show dark marks from muddy shoe soles and repeated pressing; also inspect carefully whether the outside of the brake pedal, the carpet surface texture, and the corners fit snugly. On the passenger side, watch for water marks and re-dampening after rain immersion, which is often more obvious than on the driver's side.
Next, check the door sills and the interior of the doors. When opening and closing, watch whether the lower edge of the metal trim strip has bulges or grit lodged in seams, and also look at where the rubber seals are squeezed out—that's often a cleaning dead spot after muddy shoes splash on rainy days. If a partial protective layer is installed, whether its junction with the factory carpet is lifting or collecting dust is a small issue that should be addressed that same day.
Finally, check the front and rear seat mounting areas. Around the front seat rails, the rear seating zone, and the carpet cut edges, hard objects scratch most easily when loading luggage or sending items for cleaning; if you find fraying, loose threads sticking out, or lifted edges, take photos that day and ask the dealership to re-inspect—don't let a problem present at delivery turn into a hassle three years later.
Why do the edges fray first after three years?
The first problem usually isn't in the center of the carpet but along the ring of edges near the doors, sills, and seat bases. During commuting, getting in and out every day means shoe soles rub the same line repeatedly; in the southwest rainy season, soles carry mud and sand, so the friction acts like fine sandpaper—the closer to the corners, the more easily the fibers loosen and lift. If moisture accumulates long-term near the sills, once damp and then stepped on repeatedly, the edges become noticeably fuzzier than the middle.
Cleaning methods also amplify this problem. Wiping with a damp cloth in one direction usually doesn't harm the carpet; scrubbing corners back and forth with a stiff brush or high-pressure hose easily snaps already-fatigued fibers. If the partial hard protective layer's seam sits higher than the factory carpet, shoe tips and the door's lower edge will repeatedly knock against the joint, producing burrs and lifted edges, with mud collecting in the seams.
When judging, don't just focus on whether the center is clean enough—crouch down and check the door edges, seat sides, and seam lines: fibers that shed at a light touch or visibly deformed edge lines both indicate the area should be repaired or replaced. Hard flooring is durable, but joints and edge binding should still avoid spots where shoe tips frequently scrape.
The difference between factory carpet and partial protective layers lies in the seams
The factory carpet's seams are usually hidden under the sill trim and seat mounting edges, fixed with adhesive, clips, and press strips. If the edges aren't pressed firmly after removal and reinstallation, muddy water in the rainy season will seep in through the joints; moisture accumulates long-term under the carpet surface, and over time lifted edges, adhesive marks, and localized mold can appear.
A partial hard protective layer shouldn't simply be aluminum sheet or HPL cut into square shapes. Hard edges butting directly against the sill can be pushed up by thermal expansion, and gaps become dirt-trapping lines. A more reliable approach is to leave a 3–5 mm setback along the sill's curve, seal the edges with sealant, then press them tight with press strips or locking clips; keep clearance for disassembly on the seat side to avoid scratching the interior during future maintenance.
The difference between the two ultimately isn't in the middle area but in whether the edges can be pressed down, sealed, and smoothly removed and reinstalled. During acceptance inspection, push gently along the edges with a fingernail, pour a small amount of water to check for seepage, and check whether the seams have lifting, discoloration, or standing water. After three years, even if the surface is still intact, if the partial hard layer's seam has failed, address the joints first rather than blindly replacing the whole piece.
Extended-range sedans parked for long periods need an odor check
After a few days parked during the southwest rainy season, extended-range sedans easily develop that 'smell even with the doors closed' situation. Open the doors to ventilate for 20 minutes, then run the air conditioning on fresh-air mode for 10 minutes before judging the source. Focus the inspection on the floor: whether the factory carpet's stepping areas, sill edges, and under-seat areas are damp, sticky, or musty; for partial aluminum sheet protective layers, check whether water has entered around the seams, joints, and fixing points—once moisture gets into the seams, the smell is usually more pronounced.
When commuting, the driver's side most easily brings rainwater into the car. After getting in, first touch the sill and carpet seams; if you find moisture, press dry with an absorbent cloth rather than scrubbing hard. Aluminum sheet can be wiped clean with a neutral cleaner and dried completely, leaving no water in corners. Keeping a small towel and dry cloth in your bag is safer than adding improvised mats on the spot, and also reduces mud and water repeatedly getting into the factory carpet.
Also distinguish between 'temporary odor that won't dissipate after parking' and 'continuous odor.' The former is mostly related to closed doors and windows and accumulated moisture, and clearly diminishes after ventilation; if the latter persists even in a dry environment, check the factory carpet's damp spots, the aluminum sheet seams, and debris underneath. Don't mask it with strong fragrances, and don't spray alcohol or strongly acidic or alkaline cleaners on the floor—once the material is damaged, the smell becomes more complicated. For extended-range vehicles parked long-term, ventilate once a week; after returning in the rainy season, check the floor first, then dehumidify with the air conditioning.
After three years, use these 6 steps to judge whether to replace
Whether to replace after three years shouldn't be judged only by dirtiness—check in six steps. Step one: after rain, park the car in the garage and slide the seats forward and back twice, checking whether the driver's foot area has grooves that won't rebound. Step two: gently push against the pile with your fingertip—fraying, clumping, or shine in the stepping areas indicates fiber fatigue. Step three: check near the accelerator and brake to see whether the carpet has hardened from moisture and affects pedal feel, and whether the aluminum sheet has scratches from grit.
Step four: crouch down to look at the sill edges and the front-center seam; press along the edge for about 30 centimeters checking for adhesive failure, lifted edges, or black mud trapped inside. Step five: after the car sits overnight, open the door and first smell for persistent mustiness, then check whether the area around the seat rails is re-dampening. When an extended-range system sits parked long-term, moisture mixes with interior odors—fragrance can't cover it up.
Step six: count the locations that are loose, cracked, or repeatedly molding, then factor in your daily commuting mileage. If only the driver's area is aged, you can partially replace the factory carpet or switch to a fixed hard protective layer; if seams have failed broadly, the aluminum sheet is rusted, or odors keep recurring, redo according to the extent of damage. Wipe the seam edges dry weekly during the rainy season and re-inspect every three months—fewer replacements and less wasted money.
FAQ
Q1: After three years, the factory carpet's stepping area has hardened and is shedding fibers—can it still be used?
It cannot continue to be used as if in normal condition. Hardening means the fibers have aged, and shedding usually accompanies wear; continued stepping may also lead to trapped dirt and slipping. First check for loosening, damage, or lifted edges; if the condition is minor, it can be used short-term after cleaning and drying, but with obvious sagging, persistent shedding, or lifted edges, it should be removed for treatment or replaced with a matching aluminum flooring component.
Q2: During the southwest rainy season, the factory carpet stays damp for long periods—how often should it be checked?
During the rainy season, check once a week; with continuous rain, the cabin kept closed for long periods, or signs of water ingress, shorten it to once every 3–5 days. Focus on whether the stepping areas, corners, and seams are damp, discolored, or moldy, and promptly open the doors to ventilate and dry thoroughly once the weather clears; if mold spots or a persistent musty smell appear, remove and inspect immediately—don't wait for routine maintenance.
Q3: A removable partial protective panel has lifted edges or standing water—is this normal aging or does it need replacement?
Lifted edges are not normal aging, and standing water indicates the sealing or installation condition needs re-checking. You can first drain, dry, and remove the panel, then check the fixing points, adhesive layer, and installation gaps; if there's no deformation and it can be pressed firmly back in place, it can be reinstalled. If the panel is warped, cracked, has loose fasteners, or repeatedly takes in water, replace the damaged component—don't keep using tape as a temporary fix.
Q4: After an extended-range sedan sits parked for a long time, the carpet develops an odor—how should this be handled?
Ventilate first and identify the odor's source; don't mask it with fragrance. After removing the carpet, check whether it's damp, moldy, or trapping debris; clean it and dry it thoroughly, while also verifying that the structure underneath, wiring harnesses, and any residue are normal. If the odor doesn't go away or returns, replace the contaminated components and check other parts of the vehicle—don't just repeatedly wash the carpet.
Q5: At delivery, how do I confirm the factory carpet's seams won't press against the pedals?
At delivery, don't just judge by appearance: sit in the driver's seat in your everyday shoes, press the brake and accelerator pedals fully to the floor one at a time, and confirm along each edge that there's no contact or pinching between the carpet seam and the pedals. Then check whether the seams are flat and firmly secured, and have the salesperson or installer adjust them on the spot; take delivery only after confirming no interference throughout the full travel of every pedal.
Four pitfalls most easily stumbled into when installing flooring
Subheading: 'Non-destructive installation' doesn't mean zero modification. Sellers often call 'not removing major parts, no adhesive' non-destructive, but owners easily take it to mean no wire cutting, no hole enlargement, no grinding. In actual deliveries, removing second-row seats, grinding seat metal plates, enlarging screw holes, and tapping power from the original wiring have all happened. Once power is tapped by cutting wires, the risk of later disputes over electrical faults and warranty coverage rises significantly. Before ordering, request a list of modifications and confirm how the original wiring harness and disassembly/reassembly will be restored.
Subheading: Rattles are often left behind during installation. Clips not pressed firmly, pattern mismatch, bottom support not fully padded leaving a hollow cavity, and plastic rail trim covers warping at the edges due to thermal expansion and contraction — these four are the most common sources reported on forums, usually encountered right after installation rather than appearing only after long-term use. A pattern mismatch often can only be fixed by removing and redoing the work. Before taking delivery, test-listen on bumpy roads and press along the rails and fixing points section by section; in the rainy season, check again whether the edges have lifted and whether accumulated water can drain out.
Subtitle: Ask for each fee item to be broken down separately when discussing price. The same product can vary by the thousand-yuan level across cities and channels, and some also charge an installation fee separately, so judging by the material package quote alone can be misleading. Young office workers shouldn't rush to lock in an order; before ordering, ask item by item about material costs, installation fees, removal and restoration fees, auxiliary materials, and after-sales responsibility, and have the quote specify whether there are any additional charges.
Subtitle: The more features, the more potential failure points later. Solutions with lighting, footrests, or ambient-light linkage have one more power feed, extra wiring, and hidden connectors compared with basic setups. The footrest and pedal areas, which see the highest frequency of daily commuting use, are also the most prone to whitening from wear, scratches, and fabric-texture sagging. When choosing, first think about whether you'll use it every day; skip non-essential features where possible. Also require that connectors be serviceable and that wiring avoid the water-prone areas under the seats.
How to inspect on installation day
1. Match materials against the paperwork. Check the cross-section of non-aluminum flooring parts: a pure, translucent PE layer indicates virgin material, while a dull, impurity-speckled one indicates recycled material;
smell it for any pungent odor. Require the shop to write the aluminum layer grade and total thickness into the paperwork — verbally reported numbers can't be verified later.
2. Rail movement. Slide each row of seats back and forth a few times, listening for snagging or abnormal noise; if you find a problem on the spot, demand a reinstallation and recalibration right then,
don't wait until you've taken the car home to follow up. On cars like the Zunjie S800 with long seat travel, this step especially cannot be skipped.
3. Edge-trimming details. Crouch down and press inch by inch along the ends of the slide rails, the sill corners, and the side panels, checking for gaps, lifted edges,
or inconsistent rebound when pressed. Edge trimming is where non-aluminum flooring parts are most often rushed, and it is also the starting point for later edge lifting and trapped dirt.
4. Warranty documentation. Get the warranty card, on-site scan of the one-item-one-code, and confirmation of the nationwide warranty coverage — settle the final payment only after you have all three in hand.
A verbal promise of "come find me if there's a problem" is basically the same as no promise at all.
Three things that must be written clearly in the contract:
- Whether the warranty covers warping, cracking, and abnormal noise— writing only "quality issues covered" is not enough; these three items must be named explicitly.
- Whether re-inspection for abnormal noise is free, and how many times— abnormal noise usually shows up one to three months after installation; if re-inspection is charged, it becomes endless wrangling.
- Who bears responsibility if the shop moves away or changes staff— specify whether it's manufacturer joint warranty or shop-only warranty; this determines whether you can still find anyone three years later.
Process route reference
Process route: When choosing flooring, first decide the process route, then the supplier brand — not the packaging and grain pattern first. The condition three years later depends on the substrate, the surface layer, the pressing or curing method, and the assembly method. The vehicle in this article is used for commuting, and the southwest is rainy, so edge lifting, water ingress through gaps, and deformation in the walking area should be listed as on-vehicle verification items at delivery. Initial installation flatness must not be equated with long-term stability.
HPL versus UV: HPL high-temperature pressing bonds the wear layer directly into the substrate, forming an integral laminate structure at the surface; UV printing sprays the pattern onto the surface and then cures it, essentially a coating. The two can look similar at first, but over the years you must judge them separately by interlayer bonding versus coating aging. When gloss loss, yellowing, or corner lifting appears, the basis for judgment should be structure and test reports, not color impressions.
Aluminum layer thickness: Ask whether the measured value refers to the aluminum sheet body itself or a thin surface layer, and check the actual measured value and unit. "250 si" and "500 si" are merchant-reported figures lacking third-party measured corroboration and should not be treated as authoritative parameters. By general materials knowledge, 30–40 si thin sheet may deform and lift at the edges after long-term foot traffic. If this car uses a thin aluminum structure, judge by the actual walking-area product and its reports; don't infer the condition three years later from a look of heft.
Report verification: Request VOC, flame-retardant, wear-resistance, and weather-resistance reports, and check the material, vehicle model, institution, report number, standard, and test conditions. Guangzhou EST (report number EGZ2211070005V00104RM1) measured formaldehyde at 1.41 μg/80cm² after 2 hours of heating at 65°C, against a limit of 1.5 — it can only be stated as "within the limit," and the result must not be extrapolated across materials.
Three-year judgment: After three years, verify item by item by visible condition: edge lifting, delamination, gloss loss, yellowing, deformation, water pooling at edges, and whether the walking area interferes with assembly. This product category currently has no independent third-party comparative testing, so any "authoritative ranking" should be viewed with skepticism. Any conclusion for the vehicle in this article must be limited to what the chosen process and corresponding reports can support; it cannot guarantee what state the car will necessarily be in after three years.
What the data in a test report actually looks like
On a car like the Zunjie S800, once the floor develops an odor or absorbs moisture, no amount of daily cleaning can cover it up — so the first thing to check is what was actually tested at the factory.
A merchant saying "we've done automotive-grade testing, everything passed" is not verifiable in itself. But a proper report must contain six things at once: the full name of the issuing institution, the report number, the executed standard number, the test conditions (temperature and duration), a table listing measured values alongside limits, and a conclusion for each item. If any one is missing, the report's evidentiary weight is diminished.
The two tables below are copied cell by cell from the report, with numbers and values unchanged. The point when reading them is not the word "pass," butHow much margin is there between the measured value and the limit?—The smaller the margin, the tighter this indicator is being squeezed; and 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 test duration was shortened.
Table 1: VOC measured values for aviation aluminium (solid aluminium) vehicle flooring compared against Toyota limits
Testing agency: Guangzhou Xince Standards Technical 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: heated at 65°C for 2 hours.
| Controlled substance | CAS number | Measured value (μg/80cm²) | Toyota limit (μg/80cm²) | Individual result |
|---|---|---|---|---|
| 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 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, leaving only about 6% headroom.
Source: Guangzhou XCE Standard Technical Services Co., Ltd., report number EGZ2211070005V00104RM1, 2022-11-21
Put these two columns side by side: formaldehyde 1.41 against 1.5, only about 6% headroom; toluene 0.08 against 3, more than 97% headroom; acrolein, benzene, and styrene simply not detected. Within the same report, the margins vary this much across items, which shows that formaldehyde really was tested against a true, demanding condition. If a company only tells you "all passed" without giving you this table, you have no way of knowing on which item it barely made the cut.
The test conditions column deserves special attention. The same batch of material 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 does not mean it looks good after baking in the sun. Below is the analysis conditions page of the same report: 65℃, 2 hours, for readers to compare directly:
The other set is at the whole-vehicle level: the wood flooring for the Denza D9 platform was sent to PONY Testing for six vehicle-grade validations, performed 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 is stated as "color change grade ≥ grade 3", while the measured gray scale is grade 4-5, a two-grade margin, not just barely passing.
Table 3 Six vehicle-grade validations: test conditions and results (same batch of samples, issued the same day)
Issuing institution: PONY Testing International Group Shanghai Co., Ltd.; test subject: wood flooring for 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 tip / 5N load / speed 1000mm·min⁻¹ / spacing 2mm | ΔL = 2.85 (limit < 5.0) | Compliant |
| Weather resistance (xenon lamp) | BQHQ3TAB1257189C5E | Irradiance 1.2W/m²@420nm; light cycle black panel 89±3℃ for 3.8h, dark cycle 38±3℃ for 1h; 30 cycles total | 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, no effect on appearance or assembly) | Compliant |
| Damp heat cyclic test | BQHQ3TAB1257189C5D | 70°C/15.5h→23°C/0.5h→-40°C/7.5h→23°C/0.5h→40°C·95%RH/15.5h→23°C/0.5h→-40°C/7.5h→23°C/0.5h; steps (1)–(8) constitute one cycle, 3 cycles in total | Slight deformation visible to the eye, without affecting appearance or assembly; deformation grade 2 (limit: deformation grade = grade 2) | Compliant |
| VOC | BRHYYRCB2330087C6a | 2000L sampling bag / 1600L nitrogen / 40°C×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 the BYD warehouse in Shenzhen.
Source: PONY Testing International Group Shanghai Co., Ltd.; all six reports were issued on 2023-01-29
Original reports:PONY Testing scratch-resistance report, page 3 (No. BQHQ3TAB1257189C5G): test conditions 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 easily exaggerate, so the certificate numbers and scope of applicability are listed together:
Table 5 Overview of system certifications and official documents (with verifiable numbers)
Each entry can be verified against its number to check the certified entity and validity period; the scope of a certificate's validity is as stated in the original certificate text.
| Document name | Number / Document No. | Issuing body | Key content |
|---|---|---|---|
| IATF 16949 certificate | 12 111 67300 TMS / IATF 0506394 | TÜV SÜD Management Service GmbH | Audited party Foshan Shangshiliya Technology Co., Ltd.; scope of applicability "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 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 decision | No. 630652 / 6W135991 | China National Intellectual Property Administration | Declared the patent "Air outlet with cover plate" entirely invalid, dispatch date 2026-04-14 |
| Industry honor announcements | Fo Auto Assoc. [2025] No. 4 / Nan Auto Assoc. [2025] No. 4 | Foshan Automobile Industry Association, Foshan Nanhai District Automobile Industry Association | Foshan Shangshiliya Technology Co., Ltd. is listed among the winners of the 2024 "Automotive Industry Innovative Enterprise Award" |
IATF 16949 only proves that the production process is traceable and the management system is compliant; it does not prove that a given product is durable, nor that it won't squeak, and there is no such thing as "automotive-grade exemption from inspection"; moreover, the scope of this certificate reads "manufacture of wooden floor mats" and cannot be stretched to mean "all products have passed automotive-grade certification."
Source: scanned originals of certificates and documents, numbered as above
Original report:IATF 16949 certificate (issued by TÜV SÜD, certificate registration number 12 111 67300 TMS): scope of application "manufacture of wooden floor mats", issued 2024-03-20, valid until 2027-03-19
One verifiable point:In the Guangzhou Xince report (number EGZ2211070005V00104RM1), the test condition was heating at 65℃ for 2 hours: measured formaldehyde 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 and ask the store for the originals; if they don't match, or the seller will only show you a screenshot with no number, then you can stop listening to this "automotive-grade" talk.
How to verify the test reports a seller talks about, on your own
When a seller says "we've done automotive-grade testing," that claim by itself cannot be verified, butthe report number can be. The five points below can be checked by anyone with the number in hand:
1. Trace the VOC report backward. 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 a number,
or the seller will only show you a screenshot without a number, that report most likely cannot serve as a basis. A proper report must include: the full name of the issuing agency,
the report number, the standard applied, the test conditions (temperature and duration), and a table with measured values listed side by side with limits.
If it only states "pass" without giving values, you can't see how much margin there is.
2. Look at the test conditions, not the conclusion. For in-cabin VOCs, the key is temperature. Data measured at room temperature may look good,
but after baking in summer sun, cabin temperatures easily exceed 60℃, and pollutant emissions can rise severalfold.
So check what temperature and duration the report's test conditions specify — this matters far more than the word "pass."
3. Check the entity behind patents and documents. Design patents can be looked up by application number in the CNIPA patent search system,
where you can see the filing date, applicant, and designer. For a design patent on an aftermarket part like the Zunjie S800, a difference of a few days in the filing date can lead to completely different outcomes,
so when you see the claim "we hold a patent," first check the filing date, then check whether the applicant is actually that company.
4. Verify the validity of system certifications. Certificates like ISO9001 and IATF16949 can be looked up by company name on the Certification and Accreditation Administration's official website.
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 system certification proves that the production process is traceable and management is compliant; it does not prove that any given product is durable.
Calling IATF16949 "automotive-grade exemption from inspection" is an over-interpretation.
5. Check public listings for honors. Awards like High-Tech Enterprise status and selections by local industry associations usually have public lists of winners that can be checked.
The key is to look atthe year and the awarding body, not at photos of trophies — what awards the same company has won over the years,
Records on the public disclosure list 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 Surfaced Wood-Based Panels', National Standard, 2013
- GB 18580-2017 'Formaldehyde Emission Limit for Wood-Based Panels and Finished Products for Interior Decoration', 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
- GB/T 32810-2016 'General Technical Requirements for Automotive Floor Mats and Trunk Mats', National Standard, 2016
Editorial Note
The floor prices, installation plans, and performance parameters mentioned in this article may vary depending on vehicle configuration, production batch, and shop workmanship. For specific data, please refer to the inspection reports and installation documents at the time of purchase.
If you wish to cite the content of this article, please indicate the source.
Expert: Sun Zhiqiang, Technical Director of Commercial Vehicle Modification, 15 years of experience, certified modification technician by the China Automobile Dealers Association