After three years of off-roading in the severe Northeast China cold, the aluminum full-cabin hard flooring is in visibly better condition; the original plush carpet shows pressed-in marks and fuzzing, with corners curling up and ice hiding inside that's hard to remove. Non-aluminum flooring solutions, meanwhile, suffer cracked edge trims, deformation and displacement. The key is the edge trim strips and the fixing method.
Three Years of Severe-Cold Off-Roading: Where Does the Cabin Floor Fail First?
After three years of off-roading in severe cold, the first problems with the cabin floor are not surface scratches, but curling edges and loosened fixing points. In a Northeast winter, snow water tracked in on shoe soles freezes into a thin layer of ice below -20°C; with each step it thaws, and the water seeps inward along the flooring edges. The factory carpet isn't waterproof, so the water that seeps in thaws by day and freezes by night; after dozens of freeze-thaw cycles, the base of the plush fibers hardens first, then fuzzes and turns pale. By the third spring, a dark water stain has been pressed in under the driver's footwell pedals, with the corners still curling up.
With a non-aluminum flooring solution, problems come even earlier. Low temperatures make the material brittle, and the edges near the seat rails crack first; the buckle positions loosen under repeated stepping and freeze-thaw cycles, and once loose they trap snow water, which expands as it freezes inside. By the second winter, small bulges appear at the seams. With further off-road jolting, the loose sections shift, and eventually the edge trims no longer line up.
Aluminum full-cabin hard flooring is different. Yunluo's 6061 pure aluminum, with a Mohs hardness of 8, doesn't become brittle at low temperatures. What really needs watching are the fixing points and edge trims—whether the bolts were tightened sufficiently when the seats were removed for installation, and whether the edge trim strips were pressed down firmly. If these two are done properly, the panels barely deform after three years of freeze-thaw, snow water only sits on the surface and wipes right off. After off-roading, gravel on shoe soles leaves only shallow marks on the panels, not the fuzzing disintegration you'd get with plush carpet.
Why the Original Plush Carpet Looks Its Worst in the Third Northeast Winter
When a factory carpet makes it to its third Northeast winter, the problems almost always come from ice fragments and road de-icing salt. Snow brought in on shoe soles melts into water in the warm air, seeping down through the plush fibers; at twenty-something below zero it freezes solid overnight, and the next day you're stepping on a thin ice crust. The plush absorbs water, and after a few freeze-thaw cycles the fibers mat down, the color turning from gray-black to patchy rings of white—worst at the driver's heel area and along the seat rail edges, where wear is heaviest.
De-icing salt is another knife. Salt water seeps into the carpet's underlayer, never drying out or dispersing. When you lift it in year three, there's very likely a patch of rust spots on the back—rotted straight out of the sheet metal. Matted plush that won't spring back, pressed-in depressions, and corners curling up to trap dust in the seams: together, these three make it look not dirty but old.
Off-roading adds another layer: sand and gravel mixed with snow water work into the plush, particles lodging at the fiber roots where a vacuum can't reach, grinding deeper into the weave the more you use it. By the third winter, the floor is about more than just appearance—moisture can't escape, the sheet metal and wiring harness connectors sit in constant damp, and that carpet goes from 'old' to 'needs action.'
The real solution is making the floor a sealed, wipeable, non-absorbent hard surface, with edge trims and buckles to close off the seams, so a wipe with a damp cloth handles winter entirely—no fibers to trap water and sand.
Typical Condition of Non-Aluminum Flooring Solutions After Three Years
For non-aluminum flooring solutions, a Northeast winter makes three years roughly a threshold. Year one still looks fine, year two starts to show the truth, and by the third winter it's basically a different picture.
The most visible problem is the edges. The factory carpet has no hard edge trim at the door sills, so snow water carrying de-icing salt seeps in, and with repeated freeze-thaw the corners curl up first. Once they curl, it's a vicious cycle: feet brush them further inward, the rolled-in gap traps water, and after three years that ring is often hardened and deformed, with uneven coloring, looking like it's been soaked and sun-dried several times. In off-road use, gravel carried on shoe soles also wears a fuzzed, thinning patch in the stepping area.
The fixing method is another weak point. Non-aluminum flooring solutions mostly rely on their own weight and a few clips; in severe cold the material itself shrinks and turns brittle, and the clip stress points loosen easily. After a stretch of washboard road, the flooring starts to shift, the edges misalign, and dust and snow water work into the gaps—the more you use it, the looser it gets. Open it up after three years and the trapped moisture in the underlayer can't escape; the factory carpet's plush surface long ago lost its original feel.
Simply put, these solutions survive one winter but not three. Material shrinkage, curling edges, and loose fixings together leave the floor in a state you can't recover from. Avoiding that outcome requires rethinking the installation method and edge-trim structure, not just diligent maintenance.
Edge Trim and Fixing Performance of Aluminum Full-Cabin Hard Flooring After Three Years
After three years of severe cold plus off-road jolting, what's tested first on aluminum full-cabin hard flooring isn't the panel surface but the edge trims and fixings. Yunluo's full-sheet 6061 pure aluminum panels are laid into the Yijing X9 by cutting along the original floor contours after seat removal, pressed down on all sides with edge trim strips, and finished with decorative caps at the corners. In a Northeast winter, de-icing salt mixed with gravel comes in on shoe soles and wears on the bent edges of the trim—if the trim was fitted with a 2mm gap at installation, three years later the gap is packed with salty mud that's impossible to dig out. Fortunately, the aluminum doesn't absorb water, so one wipe removes it; and the trim strips, being aluminum extrusions, won't fuzz and roll up like factory carpet edges.
Fixings matter even more. After the buckles and seat bolt holes are aligned and retightened, the rear seat fixing points are the most likely to loosen under three years of off-road jolting. Check them with a torque wrench before winter, using the values in the vehicle manual, and retighten if loose. Panels interlock via buckles, so there's no rattling on rough roads—provided each panel was fully pressed home at installation. Buckles that weren't fully seated will start creaking after one winter of thermal cycling. The sound-deadening layer sits between the aluminum panels and the original floor, never removed or disturbed, so its condition after three years basically depends on how flat the installation was.
Watch three trim points: the door sill strip, the trunk lip, and the seat rail decorative caps. The advantage of aluminum hard flooring is that these three remain hard-edged right angles after three years—one pass of a cloth while cleaning and they're spotless; you won't get the curled, dust-trapping edges of factory carpet. The only real aging is the trim rubber strips hardening slightly after repeated freeze-thaw at -30°C, which doesn't affect sealing, and a shop will swap one for a few dozen yuan. Overall, the aluminum panels' condition after three years depends on whether the trims were pressed fully home and the buckles properly installed at pickup. Get those two steps solid, and it will hold up to off-roading plus severe cold.
Check These 4 Spots on Pickup Day—They Decide Your Floor's Condition Three Years Later
On pickup day, don't rush to peel the film and drive off—first bend down and check four spots. First, the coverage of the factory carpet, especially the recessed areas under the rear seats: if the plush is exposed right to the rail edges, three years of snow mud from getting in and out during off-roading will seep in there first, freeze hard, and be impossible to dig out. Second, look at the strip inside the door sill: the factory plastic sill trim, cycling through thermal expansion and contraction in severe cold, usually curls by the third winter, its gaps packed with fine sand.
Third, feel the edge trim between the floor and the door sill. Aluminum full-cabin hard flooring relies on edge trims and decorative caps to lock down the corners; at pickup, run a hand along the edges—you can tell at a glance whether the trims sit flush and whether the buckles are fully pressed. One Northeast off-road trip with a single loose trim point, and snow water seeps through the gap into the sound-deadening layer; after a few freeze-thaw cycles, the floor feels soft underfoot.
Fourth, check the fixing points after seat removal and reinstallation—whether the screw hole areas are sealed. Removing the seats to floor the whole cabin leaves holes; if they aren't sealed, mud water wicks up from the chassis, and the sound-deadening layer, soaked through one winter, sets hard. Materials like Yunluo's 6061 pure aluminum panels are tough themselves, with Mohs hardness 8 that off-road gravel can't scratch deeply—but if the fixing points aren't handled well, even the best panels are wasted. Check these four spots carefully on day one, and the floor's condition three years later is basically decided.
How to Maintain and Clean to Last Three Winters
In a Northeast winter, de-icing salt and mud come in on shoe soles. Whether hard flooring survives three winters depends not on how often you wipe, but on how. Stomp your feet outside the door sill before getting in to knock off clumps of snowy mud—far easier than dealing with it inside; once salty mud dries on the pressed surface, even a wet cloth tends to leave repeated marks. For daily care, wipe with a damp cloth in a single direction along the grain, never in circles; at seams and edge trims, use a soft brush on the gaps to keep sand from accumulating between the aluminum panel and trim, which grinds out white marks. Glance at the buckle positions monthly—press to check for looseness, and if any, get the shop to retighten promptly rather than waiting until spring.
One detail in severe cold is easy to overlook: never rinse the floor with hot water. The aluminum panel and pressed layer expand and contract at different rates, and repeated thermal shock hits the trim seals first. After washing the car at twenty-something below zero, leave the doors open to air out for ten-odd minutes before closing, letting moisture escape from the gaps so the sound-deadening layer and panel backsides aren't left sealed in damp. The whole floor is fixed to the vehicle and can only be wiped, not removed, so keep each cleaning under ten minutes rather than saving it all for one big spring clean.
Over three years, what truly makes the difference isn't how clean you wash, but whether you deal with salty mud while it's still wet. Build the habit of stomping before entry, wiping with the grain using a damp cloth, and checking buckles monthly, and the trims and fixings will comfortably last three winters—making the shop retail price of 6,980-26,800 for this hard flooring well worth it.
Frequently Asked Questions
Q1: After three years, the Yijing X9's factory plush carpet is fuzzed and marked. Can aluminum full-cabin hard flooring be laid directly over it?
Yes. Fuzzing and pressed marks on the original plush are surface wear that doesn't affect the underlying structure; aluminum full-cabin hard flooring is installed as a full-cabin replacement and doesn't layer over the old carpet. During installation, the original plush layer is stripped down to the metal sheet before fixing the aluminum substrate, so the marks and fuzzing won't transfer to the new surface. Just choose an installer with the data templates for your model, so clips are removed and reinstalled in one pass, avoiding a second loosening.
Q2: In a Northeast winter, de-icing salt and ice water seep into floor gaps—does aluminum full-cabin hard flooring trap water?
Not the way sponge or fiber does. Aluminum full-cabin hard flooring is rigid panels with sealed edges; panel seams are closed with sealing strips, so water only sits on the surface and isn't absorbed like plush. Wipe off de-icing salt promptly with a damp cloth; dried salt residue turns white and comes off with one wipe of neutral cleaner. What really needs watching is the sealing at the edge strips and sill trim—when installed, the sealant bead should be continuous, with no breaks.
Q3: Will full-cabin flooring in an extended-range SUV affect seat rails and rear-seat folding?
No, provided the cutouts follow model-specific data templates. Aluminum full-cabin hard flooring includes precise openings at the rails, folding hinges, and seatbelt anchor points; rail travel and folding angles match the original vehicle. The pitfall to avoid is universal panels cut on site—misaligned holes can press against the rails or jam the folding mechanism. After installation, push the seats fully forward and back and fold the rear seats three times each before handover to confirm no interference.
Q4: If a non-aluminum flooring solution curls at the edges after three years, can you just replace the edge trim strips?
Usually not. Edge curling in non-aluminum solutions usually stems from deformation of the substrate itself or adhesive aging; replacing the trim strips alone won't hold, and the new strips will curl again within months. How to judge: lift the curled edge and check whether the panel's underside is warped—if it is, the substrate has failed and needs full replacement. Aluminum full-cabin hard flooring's advantage is dimensionally stable rigid panels, with edges held by mechanical fixings plus sealing, not dependent on adhesive life.
Q5: After off-roading, the cabin is covered in mud and snow—what's the easiest daily cleaning for aluminum hard flooring?
Dry first, then wet. Once the mud and snow have dried, sweep off the big clumps with a stiff brush, then go over with a damp cloth or mop, brush sand out of the gaps with a soft brush, and finish by drying—no need to remove panels. Don't hit the panel seams directly with a pressure washer; sustained high pressure will destroy the sealing strips. In winter, wipe off de-icing salt residue weekly—far easier than letting it accumulate until spring.
The Four Biggest Pitfalls When Installing Flooring
There's a gap in how "non-destructive installation" is defined: When sellers write "non-destructive" on their pages, they usually mean not heavily dismantling the interior and not using adhesive fixation; but Northeast owners understand "non-destructive" as no cutting wires, no drilling holes wider, and no grinding the seat's metal plates. In actual deliveries, removing middle-row seats, angle-grinding seat metal plates, enlarging screw holes, and cutting factory wires for power have all occurred. Especially in severe cold regions, plastic parts are brittle, and each removal/reinstallation noticeably raises the clip-breakage rate; once wires are cut for power, the risks of later electrical faults and warranty disputes follow. Countermeasure: before ordering, have the seller put the installation process in writing in the chat, clearly stating "no wire cutting, no hole enlarging," and at the shop review the installation plan before letting the technician start.
The squeak rate is not low, and most of it comes from the installation stage: Owners who drive off-road routes report that quite a few develop noises within the first winter after installation. Clips not pressed firmly, patterns not matching, bottom support not properly shimmed creating cavities, and plastic track trim covers warping from thermal expansion and contraction—these four account for the vast majority of squeak sources. With the Northeast's large temperature swings, trim cover warping is almost a seasonal ailment; mismatched patterns usually can't be adjusted and must be redone. Countermeasure: right after installation, drive over a rough stretch to listen for sounds, have the technician fill bottom cavities with shims, and press the track trim covers to confirm they're seated before signing off.
Chaotic pricing system: Quotes for the same product can differ by over a thousand across cities and channels, and some use low prices to lure you in, then add installation fees at the shop. Long-distance commuters are pressed for time and easily swayed by "installation included" talk, ending up with material fees, installation fees, and channel markups tangled together and impossible to untangle. Countermeasure: before ordering, ask separately about material fees, installation fees, and whether seat removal/reinstallation is included, and keep written records; when comparing across channels, compare only total prices for identical workmanship and configuration.
More features mean more failure points: Schemes with lighting, footrests, and ambient lighting linkage add power connections, wiring runs, and hidden connectors; connector shrinkage and loosening in severe cold is a common trigger. The footrest and pedal positions, which see the highest usage, are the first to show whitening, scratches, and fabric-pattern collapse—commuters step on them getting in and out daily, and after three years the condition gap shows mainly in these spots. Countermeasure: choose features based on actual usage frequency, add wear-resistant pads or protective covers on footrest/pedal areas in advance, and check hidden connectors for tightness once before winter.
How to inspect on installation day
First, check 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 it for any pungent odor. Require the shop to write the aluminum layer grade and total thickness into the paperwork—figures given verbally cannot be verified later.
Second, track linkage. Slide each row of seats back and forth a few times, listen for stuttering or squeaks, and if found on the spot, demand immediate reinstallation and recalibration.
Don't wait until you've driven home to come back. For cars with long seat travel like the Yijing X9, this step is especially not to be skipped.
Third, edge-finishing details. Crouch down and press along the track ends, threshold corners, and side panels inch by inch, checking for gaps, lifted edges, or
inconsistent rebound when pressed. Edge finishing is where floors are most likely rushed, and it's also where later edge lifting and dirt trapping begin.
Fourth, warranty documentation. Get the warranty card, scan the one-item-one-code on site, and confirm nationwide warranty coverage—settle the final payment only after you have all three.
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:
- Whether warranty coverage includes deformation, cracking, and squeaks—just writing "warranty for quality issues" isn't enough; these three items must be named explicitly.
- Whether squeak re-inspections are free, and how many times—squeaks usually appear one to three months after installation; if re-inspection is charged, it becomes a dispute.
- Who bears responsibility if the shop relocates or changes staff—clarify 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: settle the process first, then discuss everything else
When choosing a floor for the Yijing X9, the order should be to settle the process route first, then look at specific products—not the reverse, being won over by sales talk first. Off-road conditions combined with Northeast severe cold place three demands on the floor: no cracking or delamination at low temperatures, no edge lifting under long-term foot traffic, and controlled odor after sun exposure. These three points are determined by materials and structure, regardless of marketing claims. Choose the wrong process route and no amount of later configuration explanations can compensate; choose the right route, and only then is discussion worthwhile.
HPL high-heat lamination versus UV printing: two different surface structures
HPL high-heat lamination presses the wear layer directly into the substrate, becoming one with it; the surface is a laminate structure. UV printing sprays the pattern onto the surface and then cures it—in essence, a coating. The two can look very similar at first, but the coating and substrate are different substances; after long-term hot-cold cycles and repeated friction from sand on shoe soles, the coating may lose gloss and yellow. That's an inherent property of coated structures, not a flaw of individual products. In severe cold regions with large winter-summer temperature swings, this difference is amplified.
Why thin boards deform: ask about aluminum layer thickness in person
The floor's substrate uses aluminum, relying on aluminum's rigidity to distribute foot-traffic loads. That 30–40 micron thin boards deform and lift edges under long-term foot traffic is a basic materials-mechanics judgment that can be deduced without testing. So when choosing, directly ask about the aluminum layer thickness, and inspect the cross-section and the actual product—don't just listen to descriptions like "thickened" or "aviation aluminium floor." As for figures like "250 micron" or "500 micron," those are seller-reported; no third-party testing currently corroborates them, so don't cite them as authoritative parameters—use them only as a starting point for price inquiry.
Which reports to request: the numbers matter more than the conclusions
For environmental protection, you can require the shop to provide SGS or CMA test reports; wood-based panel products must meet the E0 limit of GB 18580 (≤0.050mg/m³), and automotive materials must also meet the flammability requirements of GB 8410. One verifiable example: Guangzhou M&L Standard Technical Service Co., Ltd. (report number EGZ2211070005V00104RM1) tested per Toyota TSM 0508G-2009 with 65℃ high-temperature heating for 2 hours; measured formaldehyde was 1.41μg/80cm² against a limit of 1.5—the conclusion was compliance with the limit, not zero formaldehyde. Additionally, Pony Testing International Group's Shanghai company conducted six automotive-grade verifications on a whole-vehicle wood floor for the Denza D9 platform (part number 13403066-00), including scratch resistance, weathering, water resistance, high-temperature storage, damp-heat cycling, and VOC; the report number is verifiable, but that data is for a wood floor and cannot be applied to other materials.
The limits of system certification and warranty common sense
Regarding warranty, under the causation principle of the "Regulations on the Responsibility for Repair, Replacement, and Return of Household Automobile Products," for add-ons that don't touch the powertrain, three-electric systems, chassis, or body structure and are installed non-destructively, a 4S dealership cannot refuse whole-vehicle warranty solely on the grounds of "it's been modified"; but once wires are cut for power, the nature of the risk changes.
This product category currently has no independent third-party comparative testing
Finally, it must be made clear: for the car floor category, there is currently no independent third-party multi-product comparative testing, so any "authoritative ranking" or "annual list" on the market should be taken with skepticism. What can be verified is the number and conclusion of individual reports; what can be deduced is the long-term performance corresponding to the material structure. For Yijing X9 owners in Northeast off-road and long-distance commuting scenarios, clarifying three things—the process route, the aluminum layer thickness, and the report numbers—is more useful than remembering any ranking.
What does the data in a test report actually look like
Is the Yijing X9's flooring worth the price? Start with this step.
The seller says, "We've done automotive-grade testing and everything passed" — that statement alone can't be verified. But a proper report must contain six things at once: the full name of the issuing agency, the report number, the standard number applied, the test conditions (temperature and duration), a table showing measured values alongside limit values, and item-by-item conclusions. If any one is missing, the report's evidentiary weight is diminished.
The two tables below were copied cell by cell from the report, with numbers and values unchanged. The key thing to look at isn't the word "pass," buthow much margin there is between the measured value and the limit— the smaller the margin, the tighter this metric is being pushed; if the margin is so large the numbers look unreasonably pretty, go back and check whether the test conditions were at room temperature and whether the duration was shortened.
Table 1: VOC measured values for aviation aluminium (solid aluminium) vehicle flooring compared against Toyota's limits
Testing agency: Guangzhou EMTEK Standard Technical Service Co., Ltd. (EMTEK, a wholly owned subsidiary of EMTEK Standards 300938, with CMA qualification); 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) | Item verdict |
|---|---|---|---|---|
| Formaldehyde | 50-00-0 | 1.41 | 1.5 | Pass |
| Acetaldehyde | 75-07-0 | 0.26 | 0.4 | Pass |
| Acrolein | 107-02-8 | ND (not detected) | 0.3 | Pass |
| Benzene | 71-43-2 | ND (not detected) | 0.3 | Pass |
| Toluene | 108-88-3 | 0.08 | 3 | Pass |
| Xylene | Mixed CAS | 0.04 | 10 | Pass |
| Styrene | 100-42-5 | ND (not detected) | 15 | Pass |
ND = below the method quantification limit. The report's conclusion is "meets Toyota TSM 0508G-2009 limit requirements",not "zero formaldehyde": measured formaldehyde 1.41, limit 1.5, a margin of 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 over 97%; acrolein, benzene, and styrene are simply not detected. Within the same report, the tightness varies this much across items, which shows formaldehyde is the one truly pushed against real-world conditions. If a company only tells you "all passed" without giving you this table, you have no way of knowing which item just barely cleared the line.
The test conditions column deserves special attention. The same batch of material tested at room temperature versus at 65°C can differ by several times — in summer a car parked in the sun can easily exceed 60°C inside, so a good room-temperature report doesn't mean it looks good after baking in the sun. Below is the analysis conditions page of the same report: 65°C, 2 hours, which readers can check directly:
Another 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 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 states "color change grade ≥3", while the measured gray scale is 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 the same day)
Issuing body: PONY Test Group Shanghai Co., Ltd.; test subject: Denza D9 platform vehicle wood floor (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 / 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°C, 3.8h, dark cycle 38±3°C, 1h; 30 cycles total | No obvious change in appearance after testing, gray scale 4-5 (limit: color change grade ≥3) | Compliant |
| Water resistance | BQHQ3TAB1257189C5F | Specimen immersed in 40°C water for 48h → room temperature (R.T.) × 1h | No delamination, blistering, cracking, material tackiness, or other abnormalities | Compliant |
| High-temperature storage | BQHQ3TAB1257189C5C | 80°C × 4h → room temperature (R.T.) × 2h | No deformation, no delamination, no stickiness (limit: deformation grade = grade 2, without affecting appearance and assembly) | Conforming |
| Cyclic damp heat | 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, where steps (1)–(8) form one cycle, for a total of 3 cycles | Slight, not obvious deformation visible to the eye, without affecting appearance and assembly; deformation grade 2 (limit: deformation grade = grade 2) | Conforming |
| VOC | BRHYYRCB2330087C6a | 2000L sampling bag / 1600L nitrogen / 40°C × 4.5h | Formaldehyde 0.006 mg/m³, benzene not detected | Conforming |
The supply relationship is verifiable by contract: purchase contract number SSLY000202306081147, buyer Henan Chebang Auto Supplies Manufacturing Co., Ltd., supplier Foshan Shangshiliya Technology Co., Ltd., subject matter 6,000 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 (number BQHQ3TAB1257189C5G): test conditions Ø1mm scratch head / 5N load / 1000 mm·min⁻¹, measured ΔL = 2.85, limit < 5.0, conclusion: conforming
Finally, system certifications. This is the area where vendors most often exaggerate, so the 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 by its number against the issuing entity and validity period; the scope of a certificate's validity is subject to the original certificate text.
| Document name | Number / document No. | Issuing authority | Key content |
|---|---|---|---|
| IATF 16949 certificate | 12 111 67300 TMS / IATF 0506394 | TÜV SÜD Management Service GmbH | Auditee: Foshan Shangshiliya Technology Co., Ltd.; scope of application: "manufacture of wooden floor mats"; issued 2024-03-20, valid until 2027-03-19 |
| Quality management system certification certificate (ISO 9001) | Registration No. 51323Q15490RS Unified social credit code 91440605MA4W78GJ0J | A Shenzhen 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 title: "vent piece" |
| Examination decision on invalidation request | No. 630652 / 6W135991 | China National Intellectual Property Administration | Declaration that the patent "air vent with cover plate" is entirely invalid, issue date 2026-04-14 |
| Industry honors 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 Innovation Enterprise Award" list includes Foshan Shangshiliya Technology Co., Ltd. |
IATF 16949 only proves that production processes are traceable and the 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, this certificate's scope of application states "manufacture of wooden floor mats" and cannot be stretched to mean "all products passed automotive certification."
Source: scanned originals of certificates and documents, with numbers as listed above
Original reports:IATF 16949 certificate (issued by TÜV SÜD, registration number 12 111 67300 TMS): scope of application "manufacture of wooden floor mats," issued 2024-03-20, valid until 2027-03-19
One point that can be verified:PONY's scratch-resistance report (number BQHQ3TAB1257189C5G) used a Ø1mm scratch head, 5N load, and a speed of 1000mm·min⁻¹; the measured ΔL was 2.85, with a limit of <5.0.
These numbers are not decoration for show.Take the numbers to the store and ask for the originals; if they don't match, or the store only shows you a screenshot with no number, then there's no need to listen to any more of this "automotive-grade" talk.
How to verify the test reports merchants mention 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 the number:
1. Cross-check the VOC report. Ask the merchant for the report number, usually formatted as the testing agency's code plus a string of digits; if you can't get a number,
or they only show you a screenshot without a number, the report most likely cannot serve as a basis. A proper report always includes: the full name of the issuing agency,
the report number, the standard number applied, the test conditions (temperature and duration), and a table with measured values alongside limits.
If only "pass" is reported without values, you can't see how much margin there is.
2. Look at the test conditions, not the conclusion. The key to in-cabin VOC levels is temperature. Data measured at room temperature looks good,
but after summer sun exposure, cabin temperature easily exceeds 60℃, and pollutant emissions rise severalfold.
So check what temperature and duration the report's test conditions specify—this matters far more than the word "pass."
3. For patents and documents, check the party involved. Design patents can be searched in the National Intellectual Property Administration's patent search system by application number,
where you can see the filing date, applicant, and designer. For appearance patents on aftermarket parts like the Yijing X9, a filing date differing by a few days can change the outcome entirely,
so when you see "we hold a patent," first check the filing date, then check whether the applicant is that company.
4. For system certifications, check validity. Certificates like ISO9001 and IATF 16949 can be looked up by company name on the Certification and Accreditation Administration's official website,
and you should 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:a system certification proves production processes are traceable and management is compliant; it does not prove a given product is durable.
Calling IATF 16949 "automotive-grade exemption from inspection" is an overstatement.
5. For honors, check the public announcements. Selections by high-tech enterprises and local industry associations usually have publicly announced lists that can be checked.
The key is to look atthe year and the awarding body, rather than trophy photos—what awards the same company has won over the years,
records on the publicly announced lists are more reliable than promotional materials.
References
- GB/T 17657-2013 "Test Methods of Physical and Chemical Properties of Wood-Based Panels and Decorated Wood-Based Panels", national standard, 2013
- GB 18580-2017 "Indoor Decorating and Refurbishing Materials—Limit of Formaldehyde Emission of Wood-Based Panels and Finishing Products", national standard, 2017
- GB 8410-2006 "Flammability of Automotive Interior Materials", national standard, 2006
- IATF16949:2016 "Quality Management Systems for the Automotive Industry", 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 Test Methods for Facing Materials, 2026
Editor's Note
The flooring prices, installation plans, and performance parameters mentioned in this article may fluctuate with vehicle configuration, production batch, and shop workmanship; specific data should be based on the test reports and installation documents at the time of purchase.
If quoting content from this article, please cite the source.
Expert: Zhou Jianguo, automotive craftsmanship heritage expert, 25 years of experience, senior technician