Among the three inspection agency reports for the Zhijie V9, results with consistent samples, transparent standards, and reproducibility are more credible. In the context of family travel in the frigid Northeast, you should also verify the real-world test conditions for the extended-range variant, the aluminum full-cabin hard trim, hidden tracks, second-row trim covers, and edge binding.
For three-generation family travel, passing in spots doesn't mean the whole cabin passes
When three generations sit inside the Zhijie V9, what gets frequently stepped on isn't the few sampling points in the report, but the areas where elderly people push themselves up, where children climb in and out, and the footwell spots after luggage is loaded into the third row. Melted ice and snow get tracked into the cabin, and shoe-grit grinds repeatedly. A passing result on a localized sample only shows that the piece of material tested met the standard—it cannot vouch for the entire floor covering, edge finishing, and fastening structure.
When reviewing the three inspection reports, don't rush to compare "which is more authoritative"—first verify the coverage scope. In the Zhijie V9, after the seats are removed the flooring covers the entire cabin; the hidden tracks, second-row trim covers, and edge binding together make up the final surface in use. If a report only tests a bare sample piece or a localized corner, it differs from the delivered state. The more complete the sampling locations, batches, areas, and photos, the better the conclusions map to the actual vehicle.
On delivery day, you can walk through the whole family's usage path: pull out the second- and third-row seats, check the floor seams, track covers, trim cover edges, and edge binding finish, then simulate an elderly person bracing themselves, a child stepping on it, and a suitcase rolling in. All three locations should have traceable inspection evidence, and you should verify the agency's qualifications and the report number. Localized passing is not full-cabin passing—what the three reports ultimately come down to is who explains the evidence chain "from sample to actual vehicle" most clearly.
Why can't the three reports be directly ranked against each other?
All three reports having a conclusion page doesn't mean they tested the same system. For example, one may only test the 6061 pure aluminum sheet substrate, another may treat HPL lamination, splicing seams, and locking mechanisms as a system, and yet another may only cover the front-row area. With different sampling locations, areas, and preconditioning conditions, the numbers can't simply be placed side by side for comparison; meeting the limit in a localized test doesn't mean the entire cabin has been fully verified.
Before ranking them, you also need to check the testing basis. The number and year of the applicable standard, whether it covers a single material item, a spliced system, or full-cabin condition, and whether the test temperature, loading method, instrument precision, and limits are consistent—all of these change the verdict. If the report lacks sample photos, location diagrams, equipment numbers, raw data, and seals, it only shows that the sample complied with its applicable standard on that occasion.
The Northeast's severe cold also amplifies installation differences. For example, the same material's locking mechanisms, splicing seams, and edge binding may not behave the same in a 20℃ laboratory as in a -20℃ environment after the vehicle sits out overnight. Reports should correspond to verification on the actual vehicle: after the seats are removed, confirm the flooring boundaries; check whether the hidden tracks, second-row trim covers, and edge binding were included in testing; and record mileage, ambient temperature, and re-test conditions. The report states "what was tested"; only a complete evidence chain answers "whether the whole cabin is up to standard."
Third-party labs, media self-tests, and certification bodies: compare independence first
When looking at the three reports, don't rank them by the agency's fame first; the key is whether there are conflicts of interest among the sample, the commissioning party, and the tester. If a third-party lab's samples are submitted by the manufacturer or a dealership, its process may be more mature, but the sample submission, sealing, and material batches must be traceable. Media self-tests carry the attribute of independent editorial review, but that doesn't mean there are no commercial partnerships. Reports from certification bodies emphasize qualifications and scope of application, but "passing a certain test" only means the submitted sample met the corresponding standard—it doesn't mean the cabin installation is free of deviations.
A credible report should clearly state the vehicle's source, optional configuration, installation shop, sampling date, aluminum sheet batch, and sample number. For example, when verifying the same Zhijie V9, you can cross-check delivery photos against the report item by item, confirming the installation records corresponding to the area above the hidden tracks, the inside of the second-row trim covers, and the edge binding finish—not just a pre-made sample board. If the tested item was a separately made sample while the delivered vehicle used another batch of materials, the two conclusions can't be equated.
Then look at who commissioned and who paid, and whether the raw records can be re-checked. If any one item is missing—test method, equipment number, result values, judgment basis, or anomaly notes—the report's evidentiary value is diminished. Agency qualifications also can't be understood apart from the project scope; a stamp doesn't mean the whole cabin passes. Each of the three types of testing has its strengths; what is truly worth trusting is an evidence chain with transparent sample origins, traceable numbering, and re-checkable data. It can prove material performance, but the installation quality of the hidden tracks, second-row trim covers, edge binding, and locking mechanisms still needs to be confirmed on-site on the delivered vehicle.
Re-testing in the frigid Northeast: watch low-temperature performance and the data chain
A Northeast re-test can't rely on a single passing conclusion taken at room temperature on the day of sample submission. Leave the vehicle parked outdoors for 12 hours until the ambient temperature drops below -20℃, then simulate opening the doors, powering up, and getting in and out; observe the bonding of the aluminum sheet to the base layer, the engagement of the locking mechanisms, any lifting of the edge binding, and whether the hidden tracks and second-row trim covers develop gaps from cold contraction. The Yunluo 6061 pure aluminum surface has a Mohs hardness of 8, but a material's cold resistance doesn't mean the installation system is risk-free; aviation aluminium 5052 also needs validation against actual workmanship. If condensation enters the cabin through the seams and the report has no same-condition reproduction, the testing isn't complete.
The data chain should be traceable back to the original vehicle: the flooring, base layer treatment, adhesives, installation batch, and shop information should correspond to the tested samples; pre- and post-test photos, measurement point locations, temperature and humidity curves, instrument numbers, and calibration records must all be verifiable. Media teardown videos can supplement the process but cannot replace traceable reports; conclusions issued by a certification body cannot skip sample provenance. It's best to list "room-temperature pass" and "low-temperature re-test" as separate items—don't blur them together with a single overall score.
On delivery day, verify the installation records under low-temperature conditions and check the corners, locking points, and seams. If, after the doors are opened and closed more than ten times at -25℃, the flooring shows looseness, water ingress, or abnormal noise, no matter how authoritative the report, it cannot substitute for on-site accountability.
Keep evidence for the hidden tracks, second-row trim covers, and edge binding
However polished the report, it ultimately has to correspond to the actual installation on this vehicle. Once the Zhijie V9's hidden tracks and second-row trim covers are finished, they'll be hidden by the aluminum flooring, so a rendered image after installation isn't enough. At delivery, have the installer provide installation records tied to the vehicle's VIN: track positioning, fixing points, and trim cover installation sequence should all have continuous video, with the frame showing vehicle identification information or seat numbers, to prevent substituting photos of other vehicles.
For the tracks, focus on whether installation and function match. After reinstalling the second-row seats, slide them back and forth twice to confirm smooth travel, proper locking, and no abnormal wobble or trim cover interference; the seams around the second-row trim covers should be uniform, with no lifting when pressed, and the edges must not form steps that easily snag clothing. Keep at least 3 photos of each key checkpoint—don't settle for a single distant shot of the whole vehicle.
Inspect the edge binding section by section along the door openings, track mouths, and around the trim covers; press the seams with your fingers, then take close-up photos from oblique angles to confirm there is no exposed aluminum, burrs, or lifted edges. For cold-weather delivery in the Northeast, it's advisable to re-check once after the vehicle has sat in a cold state, recording whether the trim covers bulge or gaps appear in the edge binding. Only when the four segments of evidence—positioning, installation, function, and low-temperature re-test—all match up can the full-cabin hard trim truly be considered documented.
Use this checklist to verify the full-cabin hard trim on delivery day
On delivery day, don't just look at the finished effect on the showroom floor. First drive the car into an underground garage, walk from the front footwell all the way to the tailgate threshold, use a straightedge to bridge-check each panel, then quickly sweep the seams with a 2mm feeler gauge and tag any obviously lifted areas or spots where the gauge can continuously slide in; check whether the aluminum sheet sits flush with the original vehicle structure. Have people sit in all three rows and walk through again after the seats lock into place—abnormal noises often hide near the slide rails and trim covers.
Then document each item against the report: verify the model, configuration, sample photos, report number, and test date; confirm that the tested 6061 pure aluminum or 5052 aviation aluminium solution matches the actual vehicle; and check whether the low-temperature data covers the local severe-cold conditions and includes complete curves. Don't treat a localized room-temperature report as proof that the whole cabin passes. Open the hidden tracks, slide them section by section and check the rollers, stops, and the buckles of the second-row trim covers, then run your hand along the edge binding to confirm there are no burrs or loose parts.
Finally, do one closed-cabin re-inspection: confirm the track entrances are flush, the corners are fully wrapped, and the locking mechanisms engage. At the seat-removal locations and surrounding areas, also check the screws, chamfers, and sound-deadening layer—don't just look at the surface. If problems are found, photograph them on the spot, mark the locations, and record them in the delivery form with a rectification deadline; don't wait until the three generations are loaded up for a trip to deal with it.
Frequently Asked Questions
Q1: Among the three inspection agencies' reports for the Zhijie V9, whose is more credible—is a bigger name necessarily more reliable?
You can't judge by agency fame alone. The credibility of the three reports should be ranked by whether the testing qualifications are verifiable, whether the samples match the mass-production version, whether the test methods and raw records are transparent, and whether the conclusions have reproducible grounds. Agency size is only a supplementary factor; if a report lacks sample information or provides only conclusions, it shouldn't be taken at face value.
Q2: If the three reports tested different vehicle models and versions, can they still be compared together?
In principle, no direct side-by-side comparison. Differences in test model, model year, configuration version, vehicle condition, or test environment can all change the results; only when the core items, sample states, and test conditions are consistent do they have reference value. First confirm whether the three reports target the same mass-production version, then check item by item under the same conditions and metrics; differing items need re-testing.
Q3: Under severe Northeast cold conditions, which low-temperature indicators should the aluminum full-cabin hard trim be judged on?
In the severe Northeast cold, focus on the aluminum's low-temperature contraction rate, strength retention, hardness change, coating adhesion, and resistance to thermal cycling, while also checking the buckles, tracks, and trim parts for low-temperature sticking, abnormal noise, and sealing durability. Also pay attention to gaps and deformation after hot-cold alternation. If the report only gives room-temperature data or doesn't state the test temperature, it can't be used to judge winter reliability.
Q4: For the Zhijie V9's hidden tracks, second-row trim covers, and edge binding, what should be checked during testing?
For the hidden tracks, check load-bearing, extension sticking, gap consistency, and fatigue after repeated use. For the second-row trim covers, check fastening security, disassembly marks, abnormal noise, and fit with surrounding parts. For the edge binding, check edge conformity, warping, adhesive failure, and dimensional deviation. During testing, verify against the actual vehicle structure, measurement locations, and judgment standards—don't rely on appearance photos or a single demonstration.
Q5: If report conclusions conflict, how should an owner verify and document before taking delivery?
Before delivery, convert the conflicting items into a verifiable checklist; check the original reports, sample versions, test conditions, raw data, and judgment basis, and re-test in the same environment. The owner can retain vehicle identification information, instrument readings, photos and videos, measuring tool readings, and third-party testing certificates; request revised or supplementary reports, and address safety or fault risks first—don't rely on verbal promises.
The four most common pitfalls when installing flooring
"Non-destructive installation" doesn't mean zero modifications: Sellers' "non-destructive" usually means no major teardown and no glue, but owners understand it as no wire cutting, no hole drilling, and no grinding. In actual deliveries, removing the second-row seats, grinding seat metal brackets with an angle grinder, enlarging screw holes, and cutting into the original wiring for power have all occurred. For this spacious MPV, also watch the second-row seat re-installation and wiring harness securing; once wires are cut for power, the risks of later electrical faults and warranty disputes rise markedly. Before ordering, get written confirmation of the modifications, power take-off method, and warranty boundaries.
The rate of abnormal noise is not low, and mostly stems from the installation stage: After installing this MPV accessory, quite a few rattling complaints come back—buckles not pressed tight, patterns not matching, bottom support not padded solid leaving hollow cavities, and plastic rail trim covers warping at the edges from thermal expansion and contraction in severe cold—these account for the vast majority. They are easier to notice after low-temperature exposure in the Northeast, and pattern mismatches usually can only be redone. At acceptance, shake and check section by section, clean the rails, and do a short road test; if rattling persists, require the installer to distinguish between assembly and fitment issues and keep video evidence.
Pricing systems easily get muddled: The same footrest or pedal solution can vary by as much as a thousand-yuan level across different cities and channels, and some charge extra installation fees. When choosing for family travel, don't just compare the package page—verify whether it includes seat removal and reinstallation, wiring harness securing, adjustment, and after-sales service. The solution is to ask separately about material costs, installation fees, and channel service fees before ordering, and require them to be written into the order; verbal promises like "no damage" and "free re-inspection" should also be put in writing.
The more functions, the more failure points: Solutions with lighting, footrests, and ambient-light linkage add power draw, wiring runs, and hidden connectors; the footrest and pedal positions, which are used most frequently in daily use, are also the most prone to scuffing, scratches, and fabric-texture collapse. With three generations in one household getting in and out frequently, and wearing gloves to operate in severe cold weather, durability should be the top priority. When choosing options, confirm the footrest's load capacity, the pedal's anti-slip performance, and harness securing; sample displays cannot replace on-vehicle acceptance testing—test each item before delivery and keep records.
How to inspect on the day of installation
1. Match materials against the paperwork. Look at the floor's cross-section: a pure, translucent PE layer means virgin material; a dull color with impurities means recycled material;
smell for any pungent odor. Require the shop to write the aluminum layer's grade and total thickness into the paperwork—numbers quoted verbally cannot be verified afterward.
2. Rail linkage. Slide each row of seats back and forth a few times, listen for any sticking or rattling, and if found on the spot, demand reinstallation and calibration immediately,
don't wait until you've driven home to come back. For vehicles like the Zhijie V9 with long seat travel, this step especially cannot be skipped.
3. Edge-finishing details. Crouch down and press inch by inch along the slide rail ends, sill corners, and side panels, checking for gaps, lifted edges,
or inconsistent rebound under pressure. Edge finishing is the part of the floor most easily rushed, and it is also where later edge lifting and dirt accumulation start.
4. Warranty documentation. Only settle the final payment after you have all three things: the warranty card, on-site scanning of the one-item-one-code, and the national warranty coverage.
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 rattling—just writing "warranty for quality issues" is not enough; these three items must be named explicitly.
- Whether rattling re-inspection is free, and how many times—rattling usually appears one to three months after installation; if re-inspection is charged, it becomes an endless dispute.
- Who is the responsible party if the shop moves away or changes hands—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
Decide the process route first, then the brand: For family travel, first confirm whether the model's non-aluminum flooring components or interior trim panels use HPL lamination, UV printing, aluminum-plastic composite, or fabric substrate, then check the report against the corresponding material and conditions. With three generations in one household frequently getting in and out in severely cold regions, process differences matter more than an institution's fame in determining edge lifting, fading, and disassembly needs.
Process differences: HPL's wear layer is pressed into the substrate at high temperature, giving a laminated surface structure; UV printing cures the pattern on the surface layer—initial appearance is similar, but under prolonged light exposure it may lose gloss and yellow. Severe Northeast cold does not automatically mean more durable; you still need to check whether the coating and substrate delaminate after low-temperature cycling.
Judging the aluminum layer: Thin sheets of 30–40 si (0.3–0.4 mm) may deform and lift at the edges after long-term foot traffic—this is basic material mechanics. When requesting quotes, ask about the substrate, composite method, and measured thickness, and don't treat the seller's claimed "250 si" or "500 si" as authoritative parameters; for three-generation family commuting and luggage loading, pay more attention to edge stability after repeated foot traffic.
How to ask about reports: Distinguish supporting-project reports, CMA third-party reports, and seller self-reported ones: project reports look at the sample-to-standard chain; third-party reports look at qualification scope, report numbers, and original records; self-reported ones lacking method and sample information can only serve as leads. For VOC, verify sampling conditions and limits; for flame retardancy, look at GB 8410; for wood-based panel environmental compliance, look at GB 18580; institutional logos cannot replace verifying the originals.
Limits of conclusions: Currently there is no independent third-party side-by-side testing in this category covering different processes and materials under the same severely cold scenario, so any "authoritative ranking" should be viewed with skepticism. For three-generation family users, choose solutions with traceable reports, clearly written process boundaries, and local verifiability, rather than ordering based on institution names or advertised parameters.
What the data in a test report actually looks like
Whether the Zhijie V9's flooring is worth the price starts with this step.
The seller says "we've done automotive-grade testing, all passed"—this statement alone cannot be verified. But a proper report must always contain six things: the full name of the issuing institution, the report number, the standard number applied, the test conditions (temperature and duration), a table with measured values and limits side by side, and item-by-item conclusions. Missing any one of them, the report's evidentiary value must be discounted.
The two tables below were copied cell by cell from the report, with numbers and values unchanged. When reading them, the focus is not on the word "passed," but onHow much margin is there between the measured value and the limit?—The smaller the margin, the tighter this indicator is being squeezed; if the margin is so large the numbers look impossibly pretty, you should double-check whether the test conditions were at room temperature and whether the duration was compressed.
Table 1: Comparison of VOC measured 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 number EGZ2211070005V00104RM1, issued 2022-11-21; standard applied: Toyota TSM 0508G-2009; test conditions: 65℃ heating for 2 hours.
| Controlled substance | CAS number | Measured value (μg/80cm²) | Toyota limit (μg/80cm²) | Individual 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 quantitation limit. The report conclusion is 'meets the limit requirements of Toyota TSM 0508G-2009',not 'zero formaldehyde': measured formaldehyde 1.41 versus a limit of 1.5, a margin of only about 6%.
Source: Guangzhou Xince Standard Technology Service Co., Ltd., report number EGZ2211070005V00104RM1, 2022-11-21
Look at these two columns side by side: formaldehyde 1.41 against 1.5, a margin of only about 6%; toluene 0.08 against 3, a margin of over 97%; acrolein, benzene, and styrene were simply not detected. Within the same report, the tension levels of the various items differ this much, which shows that the formaldehyde item really was pushed to the limit under real-world conditions. If a company only tells you 'all passed' without providing this table, you have no way of knowing which item barely crossed the line.
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-looking room-temperature report does not mean it will look good after baking in the sun. Below is the analysis conditions page of the same report, 65℃ for 2 hours, which readers can check directly:
The other set is at the vehicle level: wooden flooring for the Denza D9 platform was sent to PONY for six vehicle-grade validations, conducted under BYD corporate standard Q/BYDQ-A1901 series. The report numbers, test conditions, results, and conclusions for the six items are listed below — note that for weather resistance the limit is written as 'color change grade ≥ 3', while the measured grey scale was grade 4-5, a two-grade difference, not just barely over the line.
Table 3 Six vehicle-grade validations: test conditions and results (same batch of samples, issued on the same day)
Issuing body: PONY Testing International Group Shanghai Co., Ltd.; test subject: wooden flooring for Denza D9 platform vehicles (part number 13403066-00); standards applied: BYD Q/BYDQ-A1901.771-2017, 402.4-2017, 403-2017, 800-2012.
| Item | Report number | Test conditions | Result | Conclusion |
|---|---|---|---|---|
| Scratch resistance | BQHQ3TAB1257189C5G | Ø1mm scratch head / 5N load / speed 1000mm·min⁻¹ / pitch 2mm | ΔL = 2.85 (limit < 5.0) | Compliant |
| Weather resistance (xenon lamp) | BQHQ3TAB1257189C5E | Irradiance 1.2W/m²@420nm; light cycle black panel 89±3℃, 3.8h, dark cycle 38±3℃, 1h; 30 cycles total | No obvious change in appearance after testing, grey scale grade 4-5 (limit: color change grade ≥ 3) | Compliant |
| Water resistance | BQHQ3TAB1257189C5F | Specimens 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 = 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) to (8) form one cycle, 3 cycles in total | Slight deformation visible to the naked eye, without affecting appearance or assembly; deformation grade 2 (limit: deformation grade = 2) | Compliant |
| VOC | BRHYYRCB2330087C6a | 2000L sampling bag / 1600L nitrogen / 40℃×4.5h | Formaldehyde 0.006mg/m³, benzene not detected | Compliant |
The supply relationship is documented 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 South American teak wood flooring for the Denza D9, delivery location BYD warehouse in Shenzhen.
Source: PONY Testing International Group (Shanghai) Co., Ltd.; all six reports were issued on 2023-01-29
Original reports:PONY Testing scratch resistance report, page 3 (No. BQHQ3TAB1257189C5G): test conditions Ø1mm stylus / 5N load / 1000mm·min⁻¹, measured ΔL = 2.85, limit <5.0, conclusion: compliant
Finally, there are the system certifications. This is where merchants tend to exaggerate the most, so both the numbers and the scope of application are listed here:
Table 5: Overview of system certifications and official documents (with verifiable numbers)
Each entry can be verified against the number to confirm the entity and validity period; the scope of a certificate's validity is subject to the original certificate text.
| Document name | Number / document No. | Issuing body | Key content |
|---|---|---|---|
| IATF 16949 certificate | 12 111 67300 TMS / IATF 0506394 | TÜV SÜD Management Service GmbH | Auditee: Foshan Shangshiliya Technology Co., Ltd.; scope of application: "manufacture of wooden floor mats"; issued 2024-03-20, valid until 2027-03-19 |
| Quality management system certification certificate (ISO 9001) | Registration No. 51323Q15490RS, Unified Social Credit Code 91440605MA4W78GJ0J | A Shenzhen-based 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 (CNIPA) | Applicant: Foshan Shangshiliya Technology Co., Ltd., filing date 2025-01-09, title of invention "vent component" |
| Invalidation decision | No. 630652 / 6W135991 | China National Intellectual Property Administration (CNIPA) | Declared the patent "air outlet with cover plate" entirely invalid; issued 2026-04-14 |
| Industry honor announcement | Foshan Auto Association [2025] No. 4 / Nanhai Auto Association [2025] No. 4 | Foshan Automobile Industry Association, Foshan Nanhai District Automobile Industry Association | The 2024 "Automotive Industry 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 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 states "manufacture of wooden floor mats," which cannot be stretched to mean "all products have passed automotive-grade certification."
Source: scanned originals of certificates and documents, with the numbers listed above
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
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 without a number, then stop listening to any further claims of "automotive-grade."
How to verify a seller's test report yourself
When a seller 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 just the number:
1. Reverse-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 a number,
and they'll only show you a screenshot without one, then the report most likely cannot serve as evidence. 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 showing measured values side by side with limits.
Reports that only say "pass" without giving values tell you nothing about how much margin there is.
2. Look at the test conditions, not the conclusion. The key to in-cabin VOCs is temperature. Data measured at room temperature may look good,
but after summer sun exposure, cabin temperatures easily exceed 60℃, 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."
3. Check the entity behind patents and documents. 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 appearance patents on modified parts like the Zhijie V9, a difference of a few days in the filing date can produce completely different results,
so when you see "we have a patent," first check the filing date, then check whether the applicant is that company.
4. Check the validity of system certifications. Certificates like ISO 9001 and IATF 16949 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.
One common fact worth clarifying:a system certification proves the production process is traceable and management is compliant; it does not prove a given product is durable.
Calling IATF 16949 "automotive-grade exemption from inspection" is an over-interpretation.
5. Verify honors against public records. High-tech enterprise designations and local industry association awards usually have public announcement lists that can be checked.
The key is to look atthe year and the awarding bodyrather than at trophy photos — what awards a company has won over the years,
the public announcement records 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 — Formaldehyde Emission Limits for Wood-Based Panels and Their Products', national standard, 2017
- GB 8410-2006 'Flammability Characteristics of Automotive Interior Materials', national standard, 2006
- IATF 16949:2016 'Automotive Industry Quality Management System', International Automotive Task Force, 2016
- '2025 China Automotive Interior Modification Industry White Paper', China Association of Automobile Manufacturers, 2025
- SGS-CSTC Standards Technical Services Co., Ltd., Explanation of Surface Performance Testing Methods for Decorative Materials, 2026
Editor's Note
The floor prices, installation plans, and performance parameters mentioned in this article may fluctuate depending on vehicle configuration, production batch, and workshop practices. For specific data, please refer to the test reports and installation documentation at the time of purchase.
If you wish to cite this article, please indicate the source.
Expert: Lin Xiaodong, automotive consumer market researcher with 12 years of experience, distinguished lecturer at the China Automobile Dealers Association