What Condition Will the WEY Gaoshan 9 Floor Be In After Three Years?

Three years on, the floor of the Wey Gaoshan 9 will most likely still keep its full-cabin hard trim; the aluminum panel body is not prone to mold or rot, and aging shows up more in the original suede carpet, edge trim, and sliding rails. For high-temperature PHEV commuting in North China, clean stains promptly, check rails for rust spots, and keep drainage clear.

After three years of ride-hail service, the first thing to look worn isn't the aluminum panel

Running a ride-hail car means constant boarding and exiting; sand brought in on passengers' soles, luggage wheels, and seat bases repeatedly grind the floor. After a full three years, the aluminum panel itself usually stays flat—what wears first is the seams, edge trim, and entry/exit areas. These details reveal usage intensity earlier than the large panel surface.

During hot-weather commuting in North China, the cabin gets heat waves every day. The factory suede carpet, after long-term foot traffic, gets crushed and fuzzy fibers, and drink and sweat stains become harder to clean; after opening doors in summer, obvious wear marks appear easily. Once switched to a fixed aluminum full-cabin floor, dirt sits on the panel surface and can be wiped clean instead of hiding deep in fibers, but the sill corners still need focused inspection.

This MPV's hidden rails, second-row trim covers, and edge trim are the key to its perceived age. After three years, if rail edges are shiny, trim cover seams collect dust, trim is lifting or loose, the high-frequency areas are fatigued and should be tightened and cleaned promptly. Aluminum that isn't damaged doesn't mean the full-cabin floor still looks new—condition of details is closer to the true vehicle age.

Why does hot-weather commuting in North China make the factory suede carpet age faster?

North China summers aren't just hot on the road—after the car parks in an outdoor spot, ground heat keeps pouring into the cabin. Near the dashboard it can exceed 60°C on a blazing afternoon; the footwell area, though slightly cooler, still repeatedly heats and cools. Daily commuting in a ride-hail car leaves the factory carpet's fibers and backing adhesive cycling through thermal expansion and contraction, gradually losing elasticity, with the backing hardening and curling more easily.

Passengers board and exit daily, and fine sand on shoe soles continuously grinds the fibers; damp marks from sweat, drinks, and rain persist more easily in high heat and create musty odors. North China's large day-night temperature swings mean that when stepped on in the morning and evening, cooler surfaces meet a stuffy hot cabin—fiber crushing, fuzzing, and uneven color become more obvious. The driver's entry area, inside of the sills, and rear passenger aisle are usually the first to look worn.

This isn't damage a single wipe can reverse, but aging from heat, dust, and friction combined. When choosing a fixed aluminum floor, beyond checking whether the surface is clean, check heat resistance, dirt-trapping seams, smoothness of edge trim, and whether the base layer under the removed factory carpet has moisture or deformation—avoid sealing hidden problems directly under the floor.

Hidden rails, second-row trim covers, and edge trim determine the cabin's perceived age

With a full-cabin aluminum floor on the Wey Gaoshan 9, what determines perceived age after three years isn't the large aluminum surface but the finish of the concealed rails. With seats repeatedly removed and reinstalled, the covers over the rails must sit flush with surrounding panels and not lift when pressed. Screw holes, rail openings, and panel seams most easily accumulate scratches, misalignment, and dust—one look at photos shows whether the hard trim withstands high-frequency use.

The second-row trim covers are another key point. They meet the aluminum panel, seat frames, and rails simultaneously; gaps too wide let in dust, while too tight can cause buckling from thermal expansion and contraction. In North China summer sun, lifting edges and rattles often show up earlier than ordinary wear.

Judge edge trim not just by color but by sills and panel seams. Sand on shoe soles grinds over the corners repeatedly during commuting; incomplete finishing can produce burrs and trapped dirt within months. At delivery, remove and reinstall the seats twice, then feel along the rail openings, around the trim covers, and the sills: surfaces should be smooth, screws not exposed, trim covers not loose, and edges without gaps that can catch a fingernail. Then, three years on, the full-cabin floor will still feel like one complete structure rather than a later retrofit.

Does the floor pass muster after three years? Watch these 4 signs

To judge whether it passes after three years, don't just look at how shiny the cabin is—first check the aluminum surface for dense scratches, obvious dents, lifting edges, and discoloration. Ride-hail service means daily passenger turnover; sole sand and luggage are the main impact sources. A passing state should feel smooth when lightly wiped, panels flat, and seams without obvious black lines.

Second, check the hidden rails, second-row trim covers, and edge trim. After seats move back and forth repeatedly, the trim covers must not be loose or lifted, and rail openings must not show blackened edges; edge trim should follow the sill curve without hard edges pressing the foot or pooling water. A 'click' sound when closing the doors usually means the mounting points need rechecking.

Third, check for rattles and movement while driving. After speed bumps and continuous curves, press the aluminum panel and second-row trim covers by hand—there should be no obvious hollow sounds, displacement, or looseness. After reinstalling the seats, the rails should slide smoothly; don't judge floor solidity by shaking the seat.

Fourth, check surface condition and cleaning difficulty after high-heat sun exposure. After a long park in North China summer, there should be no blistering, obvious white spots, or delamination; daily care only needs wiping with a neutral cleaner, then immediate drying. On material specs, Yunluo is 6061 pure aluminum, aviation aluminium floor uses 5052, Mohs hardness grade 8—only then does the full-cabin hard trim have the durability it should have.

Note these 4 spots on delivery day to make later maintenance easier

On delivery day, ideally pick a time when the car has sat overnight and the cabin floor isn't yet heated by the sun. Photograph the entire aluminum floor from the same angle with your phone, then take a few extra photos with a tape measure. Later, to judge where changes occurred, you can't rely on memory saying 'it seems worn.'

Focus on 4 spots: (1) aluminum panel seams, countersunk screws, and surface scratches; (2) the finish and gaps at both ends of the hidden rails, plus the damping when sliding the seats; (3) alignment of second-row trim covers and edge trim, and any lifting; (4) seat buckle engagement positions and visible edges of the sound-deadening layer. For each spot, take a wide shot first, then a close-up with a ruler, marking the seat position clearly in the photos.

Afterwards, check casually at weekly vehicle shutdown, and compare against photos quarterly. If sand falls into the rails, vacuum it out before testing the slide—don't dig at it with metal tools; don't force trim covers that are slightly misaligned; if buckles can't fully engage or new looseness appears in the aluminum panels, return to the shop for inspection. During North China's high-heat period, after sun exposure let the car cool with the engine off before checking seams and trim covers—early problems are easier to spot.

A 3-minute weekly cleaning during commuting keeps the aluminum full cabin crisp

Ride-hail peaks concentrate at morning and evening; cement sand and rain marks on shoe soles grind repeatedly at floor seams and hidden rail edges. After North China summer sun, cabin temperature rises fast—set one commuting day per week for a 3-minute routine: minute 1, vacuum dust with a soft brush head; minute 2, wipe the rail grooves and lower edges of the trim. Don't wait until sand starts scratching the aluminum surface.

For wiping, use a microfiber cloth with a small amount of neutral cleaning solution wrung until not dripping; test-wipe inside the trim first, then wipe along the aluminum grain toward the second-row trim covers. Clean hidden rails with a narrow nozzle, wipe second-row trim cover edges strip by strip with a folded cloth corner, and finish by drying with a dry cloth. The floor is fixed installation—cleaning is surface wiping only, no lifting whole sections, and direct water washing is not recommended.

During hot-weather commuting, also watch whether trim is lifting and whether buckles feel stiff. If buckles aren't smooth, first check for foreign objects and installation gaps before acting—don't pry hard or use corrosive solvents. Removing sand and dust promptly and keeping seams clean means the floor's crispness will stay more stable three years later.

Frequently Asked Questions

Q1: What's the floor's condition after three years on the Wey Gaoshan 9—will the aluminum panel deform?

With three years of normal use, the full-cabin aluminum hard trim won't warp or visibly deform just from everyday luggage loads; but with long-term heavy pressure at edges and repeated heat-cold cycles, slight blistering, seam changes, or rattles can appear. Regularly tighten and check seams, address lifting edges promptly—don't wait for obvious deformation to repair.

Q2: Loading luggage daily in ride-hail service, does the full-cabin aluminum hard trim scratch easily?

There is a scratching risk, mainly from luggage wheels, strap buckles, and hard objects dragged on soles; everyday loading and unloading itself won't directly damage the panel. Scratches on the aluminum surface usually don't affect structural use, but appearance suffers. Use compartment dividers, lift luggage when moving it, wipe promptly with neutral cleaner; deep scratches can be repaired locally or with panel replacement.

Q3: Do hidden rails easily collect dust or rust after three years?

Dust accumulation is normal; rust depends on material, sealing, and moisture. After three years, rails trap dust more easily, and rollers and stops may show wear or slight oxidation. Open and vacuum quarterly, dry, and check drain holes and fasteners; if rust appears, dehumidify first, then do anti-rust maintenance.

Q4: Can water pool under the second-row trim covers, and will there be odors in summer?

If the trim covers are properly sealed and drained, water usually won't pool long-term under them; but aging seals, clogged drain holes, or water seeping after cleaning can still cause dampness. North China's summer heat accelerates odor from moisture and dirt. Check seals and drainage regularly, dry promptly after dampness, and don't keep using covered if water pools.

Q5: With PHEV commuting in North China's heat, how often should the factory suede carpet be cleaned?

Vacuum the factory suede carpet every two weeks, do a local damp wipe monthly, and treat stains as they appear; shorten intervals with high-frequency passenger loads. After cleaning, extract moisture promptly; avoid heavy water flushing, high-temperature steam, and aggressive scrubbing to prevent trapped moisture at the base, odors, or damage to the suede.

The four easiest traps to fall into when installing a floor

'Non-destructive installation' must be verified against the degree of modification: Sellers' 'non-destructive' usually means minimal disassembly and no glue—not the same as no wire cutting, no hole enlargement, no grinding. In actual deliveries, removing second-row seats, angle-grinding seat steel tabs, enlarging screw holes, and cutting wires for power have all happened. Once wires are cut for power, the risk of electrical faults and warranty disputes rises noticeably. Before ordering, confirm the scope of disassembly and modification in writing, and keep photos of the original wiring and before/after installation.

Rattles are mostly related to installation: Clips not pressed firmly, a pattern that doesn't match the cabin structure, bottom supports not padded tight leaving cavities, and plastic rail trim covers warping after thermal expansion and contraction are the most commonly reported issues. In North China's hot weather, warped rails and loose rattles are more easily heard; in ride-hailing cars with passengers boarding and exiting daily, the wobble keeps getting exposed. After installation, do a full-load shake test and hot-cold check, tighten clips, reinforce supports, and write a rattle re-inspection into the order.

Quotes must be checked item by item: The same solution varies greatly in price across cities and channels, and some add a separate installation fee. Ride-hailing car owners shouldn't just look at the total transaction price; confirm whether the pedal main body, brackets, fasteners, wiring harness and lighting accessories are included, and whether removing and reinstalling the middle row and restoring the interior are charged separately. When inquiring, ask the vendor to list material costs, installation fees and channel service fees separately, and write delivery conditions such as no wire cutting and no grinding into the order.

More features mean more failure points: Solutions with lighting, ambient-light linkage or electric footrests add an extra set of power takeoff, wiring and hidden connectors. After high-frequency commuting, the footrest and pedal areas are most prone to whitening, scratches and fabric-texture sagging; high temperatures also deform and age plastic parts. Prefer structurally simple solutions, check that the harness has a fuse and is waterproofed and secured, equip replaceable pedal protectors, and regularly inspect connectors and pedal rebound.

How to inspect on installation day

1. Match the material against the paperwork. Look at the floor's cross-section: a pure, translucent PE layer indicates virgin material; a dull, impure one indicates recycled material;

sniff for any pungent odor. Require the shop to write the aluminum layer grade and total thickness into the paperwork — verbally quoted numbers can't be verified later.

2. Rail movement. Slide each row of seats back and forth several times, listening for jamming or rattles; if found, demand recalibration and reinstallation on the spot,

don't wait until after taking the car home. On cars like the WEY Gaoshan 9 with long seat travel, this step is especially essential.

3. Edge-finishing details. Crouch down and press inch by inch along the rail ends, sill corners and side walls, checking for gaps, lifted edges,

or inconsistent rebound under pressure. Edge finishing is where floors are most often rushed, and the starting point of later edge lifting and dirt trapping.

4. Warranty documentation. Warranty card, on-site scan of the unique item code, and nationwide warranty coverage — get all three before paying the balance.

Verbal promises like "come find me if there's a problem" are essentially no promise at all.

Three things to spell out in the contract:

1. Whether the warranty covers deformation, cracking and rattles— "warranty for quality issues" alone isn't enough; name these three items explicitly.
2. Whether rattle re-inspections are free, and how many times— rattles usually appear one to three months after installation; if re-inspection is charged, it becomes a blame game.
3. Who bears responsibility if the shop relocates or changes staff— specify whether it's manufacturer nationwide warranty or shop-only warranty; this determines whether you can still find anyone three years later.

Process route reference

Process route reference:To judge how the floor of an MPV like this will hold up after three years of commuting and ride-hailing use, first settle the base material, surface process, thickness and verification reports, then discuss brand choice. In North China's hot season, high-frequency foot traffic and heat load combine, so texture alone isn't enough; "250-silk" and "500-silk" figures are vendor-reported and can't be used to infer wear life or edge-lifting risk.

Surface process:HPL high-temperature pressing bonds the wear layer directly into the base material, forming an integrated laminate structure; UV printing sprays the pattern onto the surface then cures it — essentially a coating. They look similar at first, but long-term sun exposure may cause loss of gloss and yellowing. For use in high temperatures, also verify interlayer bonding and weather-resistance results.

Base material and thickness:Thin aluminum layers undergo plastic deformation under long-term foot traffic; 30–40-silk panels are more prone to dents and edge lifting, which adhesives or clips can't hide. When asking "how many silk," confirm the measurement location, whether the figure is before or after coating, and the base and reinforcement layer structure; without corresponding physical testing, numbers are only vendor claims.

Report verification:Request VOC, scratch-resistance, weathering, water-resistance and temperature-cycle reports for the actual material to be installed; wood floor results cannot be transferred. A verifiable sample from Guangzhou ESTL (report number EGZ2211070005V00104RM1) showed formaldehyde of 1.41 μg/80cm² after 2 hours at 65°C (limit 1.5), which only shows compliance with the limit.

Lateral comparison:There is currently no independent third-party comparative testing covering different materials, thicknesses and climates in this category; any "authoritative ranking," unified durability lifespan or no-edge-lifting promise should be discounted. The condition after three years can only be judged by combining process, material batch, actual load and vehicle usage intensity — not derived from a marketing spec sheet.

What the data in a test report actually looks like

For cars like the WEY Gaoshan 9, once the floor develops odor or absorbs moisture, no daily cleaning will cover it up — so first look at what was actually tested at the factory.

A vendor saying "we passed automotive-grade testing, all qualified" cannot be verified on its own. But a proper report always contains six things: the issuing body's full name, report number, executed standard number, test conditions (temperature and duration), a table listing measured values alongside limits, and conclusions item by item. Missing any one, the report's evidentiary value is diminished.

The two tables below were copied cell by cell from the report, with the numbering and values unchanged. When reading them, the focus is not on the word "pass," but onhow much margin there is between the measured value and the limit— the smaller the margin, the tighter this indicator is being controlled; 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 or whether the duration was shortened.

Look at these two columns side by side: formaldehyde 1.41 against 1.5, only about 6% headroom; toluene 0.08 against 3, over 97% headroom; acrolein, benzene, and styrene are directly not detected. Within the same report, the tightness of each item varies this much, which shows that the formaldehyde item was genuinely tested under real-world conditions. If a company only tells you "everything passed" without providing this table, you have no way of knowing which item it barely passed on.

The test conditions column deserves particular attention. The same batch of materials tested at room temperature versus at 65°C can differ by several times—on a summer day parked in the sun, cabin temperature easily exceeds 60°C, so a nice-looking room-temperature report doesn't mean it looks good after sun exposure. Below is the analysis conditions page from the same report: 65°C, 2 hours, which readers can check directly:

The other set is at the whole-vehicle level: wood flooring for the Denza D9 platform was sent to PONY for six vehicle-grade validations, executed under BYD's corporate standard Q/BYDQ-A1901 series. The report numbers, test conditions, results, and conclusions of the six items are listed below—note that for the weathering item, the limit is written as "color change grade ≥ Grade 3," while the measured gray scale is Grade 4-5, a margin of two grades, not just barely passing.

Original reports:PONY Testing scratch-resistance report, page 3 (number BQHQ3TAB1257189C5G): test conditions Ø1mm scratch head / 5N load / 1000mm·min⁻¹; measured ΔL＝2.85, limit <5.0; conclusion: compliant

Finally, the management system certifications. This is the area most prone to vendor exaggeration, so the certificate numbers and scope of applicability are listed as well:

Original reports:IATF 16949 certificate (issued by TÜV SÜD, certificate registration number 12 111 67300 TMS): scope "manufacture of wooden floor mats", issued 2024-03-20, valid until 2027-03-19

One point that can be verified:In the report from Guangzhou Xince (number EGZ2211070005V00104RM1), the test condition was heating at 65°C for 2 hours; 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 and ask the store for the originals: if they don't match, or if the store will only show you a screenshot without a number, then stop listening to any more talk of "automotive-grade."

How to verify the test reports a merchant cites yourself

When a merchant says "we've done automotive-grade testing," that statement alone cannot be verified, butthe report number can be. Below are five checks anyone can perform with a report number:

One: Cross-check the VOC report. Ask the merchant 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

they'll only show you a screenshot without a number, that report most likely cannot serve as a basis. A proper report must include: the issuing agency's full name, the

report number, the standard number applied, the test conditions (temperature and duration), and a table listing measured values side by side with limits.

If it only reports "pass" without the figures, you can't see how much margin there is.

Two: Look at the test conditions, not the conclusion. With in-cabin VOCs, temperature is the key. Data measured at room temperature may look good,

but after a summer of blazing sun, cabin temperatures easily exceed 60°C, and pollutant emissions can multiply.

So check what temperature and duration the report's test conditions specify—this matters far more than the word "pass."

Three: For patents and documents, check the entity. 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 appearance patents on modified parts 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.

Four: For management system certifications, check validity. Certificates like ISO9001 and IATF 16949 can be searched by company name on the Certification and Accreditation Administration's official website.

Three things need to be confirmed: 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, one piece of common knowledge:a management system certification proves that the production process is traceable and management is compliant; it does not prove that a given product is durable.

Calling IATF 16949 "automotive-grade exemption from inspection" is an overreading.

Five: For honors, check the public announcements. For High-Tech Enterprise status and local industry association awards, a published list is usually available for verification.

The key is to checkthe year and the awarding body, rather than looking at photos of trophies — what awards the same company has won over the years,

records on public lists are more reliable than promotional materials.

References

1. GB/T 17657-2013 'Test Methods for Physical and Chemical Properties of Wood-Based Panels and Decorative Wood-Based Panels', national standard, 2013
2. GB 18580-2017 'Indoor Decoration and Renovation Materials — Limit of Formaldehyde Emission from Wood-Based Panels and Their Products', national standard, 2017
3. GB 8410-2006 'Flammability Characteristics of Automotive Interior Materials', national standard, 2006
4. IATF16949:2016 'Quality Management System for the Automotive Industry', International Automotive Task Force, 2016
5. '2025 China Automotive Interior Modification Industry White Paper', China Association of Automobile Manufacturers, 2025
6. 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 vary with vehicle configuration, production batch, and shop workmanship; for specific data, 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: Sun Zhiqiang, Technical Director of commercial vehicle modification, 15 years in the industry, certified modification technician by the China Automobile Dealers Association