Techie chooses to live in his car despite owning a home and Rs 12 lakh savings. Here's why
The Discovery of Comfort in a Car
Financial Freedom, Not Necessity
A Chinese programmer, Zhang Yunlai, has drawn widespread attention for his unconventional lifestyle. Despite owning a four-storey house in his hometown of Yangjiang, Guangdong province, Zhang has chosen to live in his electric vehicle (EV) for the past four years. His unique decision has sparked conversations online, with many questioning his reasons and admiring his lifestyle.Zhang's story began six years ago when he moved to Shenzhen for work. Initially, he rented a flat for about 2,500 yuan (approximately Rs 29,000) per month. However, after a camping experience in a local park, Zhang became inspired by the simplicity and freedom of living in a more nomadic way. This experience planted the seed for what would become a major shift in his life.Four years ago, Zhang bought an electric car, and upon realizing that the back seat could easily accommodate a mattress, his living situation transformed. He quickly adapted to the idea of sleeping in his car during the workweek. 'An electric car lets you use air conditioning and fit a mattress inside, so sleeping there actually feels pretty comfortable,' Zhang explained. This discovery led to a new daily routine that he has maintained ever since.During weekdays, Zhang enjoys a rather minimalist lifestyle. His meals are provided at his company's cafeteria, and he showers at the gym after work. He then drives to a local charging station to recharge his car, before heading to a peaceful park where he parks his vehicle and sleeps. Zhang notes that the park has "five-star" public toilets, which he uses to wash up. His expenses are remarkably low, averaging around 100 yuan (approximately Rs 1,100) per day, covering his meals and other basic needs. Parking fees are minimal, costing just 6 yuan (around Rs 70) per night, with an additional charge of 20 yuan (about Rs 230) for parking at his office.Despite saving a significant amount of money—approximately 100,000 yuan (around Rs 12 lakh) over the past three years—Zhang insists that his decision is not driven by financial strain. Instead, he emphasizes that the lifestyle offers him freedom and comfort that he values. "I do not have much financial pressure. Even if someone offered me free rent, I would not move. The park environment is far better than a typical flat, and it gives me freedom," Zhang said.Although Zhang's four-storey house in Yangjiang remains empty, he returns there every weekend. This visit serves two purposes: to do laundry and to spend quality time with his family. Despite his busy work schedule in Shenzhen, Zhang makes a 300-kilometer trip home every week. 'It is a 300-kilometre trip, but I manage to spend three nights a week at home. Being in Shenzhen is purely about making more money,' Zhang shared.Zhang, who once earned over 10,000 yuan (around Rs 1,400) a month while working remotely, now enjoys a much higher salary as a programmer in Shenzhen. However, he is aware of the fleeting nature of his profession. "Many programmers are phased out after they reach 35. I am fortunate to still have a job in Shenzhen. I plan to work a few more years and then return home to be with my family," Zhang noted. His decision to live in a car, while financially advantageous, is ultimately a lifestyle choice that prioritizes personal freedom and comfort over traditional norms.
Try Our AI Features
Explore what Daily8 AI can do for you:
Comments
No comments yet...
Related Articles
Time of India
37 minutes ago
- Time of India
Cracks, broken dividers put drivers at risk on Kisan Path
Lucknow: A TOI reality check on the Outer Ring Road, also known as Kisan Path, uncovered several commuter hazards that go well beyond minor road damage. Deep cracks along multiple stretches, deliberately broken dividers to facilitate two-wheeler crossings and defunct speed check boards meant to curb rash driving were among the major issues observed. Adding to the concern, several vehicles — especially two-wheelers and cars — were found driving on the wrong side of the road at various locations. There was no visible presence of traffic police or National Highways Authority of India (NHAI) personnel to monitor or prevent these violations. Intended to ease the city's traffic burden, the 104-km, Rs 6,214-crore Kisan Path instead became a high-risk corridor due to damaged infrastructure and lack of enforcement. The TOI survey began from the stretch near Kalli Paschim village close to PGI. The entrance was marked by a faded, partially damaged signboard and a pothole—setting the tone for what lay ahead. As the journey continued towards Sultanpur Road, the divider near Sarthuwa Village in the Mohanlalganj area was found damaged—reportedly broken to allow two-wheelers to cross over. Beyond this point, the road was relatively smooth up to Noorpur Behata, where some patchwork was done by the NHAI. However, at Noorpur Behata, a broken roadside barrier was observed, potentially allowing stray animals to wander onto the road. A crater, poorly patched, was already beginning to peel. The absence of street lighting in this stretch further added to the risks, particularly during nighttime travel. The TOI vehicle encountered a few bumpy sections as the journey progressed, but the road was largely manageable. Still, at multiple points—including near Sultanpur Road—wrong-side driving was widespread. Vehicles, including both two-wheelers and four-wheelers, were seen flouting traffic norms with no enforcement in sight. In Bijnor, a deep crater on the road posed a major hazard to fast-moving vehicles. Several other stretches showed signs of recent repair work, with some patches appearing to be filled just a day or two earlier. A particularly alarming sight was observed near Kakori and its surrounding areas, where a cow was seen crossing the high-speed corridor, navigating between vehicles travelling at an average speed of 60–70 km/h. This posed a serious danger to both commuters and the animal. Near Moradabad village along Deva Road, a bridge showed extensive wear, with long cracks clearly visible on its surface. When asked, Lt Col Retd Sharadchand Singh, project director, NHAI, who oversees the Kisan Path project, said, "We are already carrying out repair work wherever required. Our teams continuously survey the entire stretch and address issues as they arise. Additionally, if someone notices a problem, they can report it through NHAI's helpline or mobile app, and it will be resolved promptly."
Time of India
an hour ago
- Time of India
Auto companies seek govt help for magnet imports
NEW DELHI: The automobile industry has sought govt support in expediting approvals from the Chinese govt for importing rare earth magnets used in various applications, including passenger cars. As per sources, various domestic suppliers have already sought approval from the Chinese govt through their local vendors in China. However, no approvals have been granted so far, sources said. China controls over 90% of global processing capacity for the magnets, used across multiple sectors including automobiles, home appliances and clean energy. The Chinese govt has put restrictions, with effect from April 4, mandating special export licences for seven rare earth elements. Stay informed with the latest business news, updates on bank holidays and public holidays . AI Masterclass for Students. Upskill Young Ones Today!– Join Now
Mint
3 hours ago
- Mint
BYD Unleashes an EV Industry Reckoning That Alarms Beijing
(Bloomberg) -- The price war engulfing China's electric vehicle industry has sent share prices tumbling and prompted an unusual level of intervention from Beijing. The shakeout may just be getting started. For all the Chinese government's efforts to prevent price cuts by market leader BYD Co. from turning into a vicious spiral, analysts say a combination of weaker demand and extreme overcapacity will slice into profits at the strongest brands and force feebler competitors to fold. Even after the number of EV makers starting shrinking for the first time last year, the industry is still using less than half its production capacity. Chinese authorities are trying to minimize the fallout, chiding the sector for 'rat race competition' and summoning heads of major brands to Beijing last week. Yet previous attempts to intervene have had little success. For the short term at least, investors are betting few automakers will escape unscathed: BYD, arguably the biggest winner from industry consolidation, has lost $21.5 billion in market value since its shares peaked in late May. 'What you're seeing in China is disturbing, because there's a lack of demand and extreme price cutting,' said John Murphy, a senior automotive analyst at Bank of America Corp. Eventually there will be 'massive consolidation' to soak up the excess capacity, Murphy said. For automakers, relentless discounting erodes profit margins, undermines brand value and forces even well-capitalized companies into unsustainable financial positions. Low-priced and low-quality products can seriously damage the international reputation of 'Made-in-China' cars, the People's Daily, an outlet controlled by the Communist Party, said. And that knock would come just as models from BYD to Geely, Zeekr and Xpeng start to collect accolades on the world stage. For consumers, price drops may seem beneficial but they mask deeper risks. Unpredictable pricing discourages long-term trust — already people are complaining on China's social media, wondering why they should buy a car now when it may be cheaper next week — while there's a chance automakers, as they cut costs to stay afloat, may reduce investment in quality, safety and after-sales service. Auto CEOs were told last week they must 'self-regulate' and shouldn't sell cars below cost or offer unreasonable price cuts, according to people familiar with the matter. The issue of zero-mileage cars also came up — where vehicles with no distance on their odometers are sold by dealers into the second-hand market, seen widely as a way for automakers to artificially inflate sales and clear inventory. Chinese automakers have been discounting a lot more aggressively than their foreign counterparts. Murphy said US automakers should just get out. 'Tesla probably needs to be there to compete with those companies and understand what's going on, but there's a lot of risk there for them.' Others leave no room for doubt that BYD, China's No. 1 selling car brand, is the culprit. 'It's obvious to everyone that the biggest player is doing this,' Jochen Siebert, managing director at auto consultancy JSC Automotive, said. 'They want a monopoly where everybody else gives up.' BYD's aggressive tactics are raising concerns over the potential dumping of cars, dealership management issues and 'squeezing out suppliers,' he said. The pricing turmoil is also unfolding against a backdrop of significant overcapacity. The average production utilization rate in China's automotive industry was mere 49.5% in 2024, data compiled by Shanghai-based Gasgoo Automotive Research Institute show. An April report by AlixPartners meanwhile highlights the intense competition that's starting to emerge among new energy vehicle makers, or companies that produce pure battery cars and plug-in hybrids. In 2024, the market saw its first ever consolidation among NEV-dedicated brands, with 16 exiting and 13 launching. 'The Chinese automotive market, despite its substantial scale, is growing at a slower speed. Automakers have to put top priority now on grabbing more market share,' Ron Zheng, a partner at global consultancy Roland Berger GmbH, said. Jiyue Auto shows how quickly things can change. A little over a year after launching its first car, the automaker jointly backed by big names Zhejiang Geely Holding Group Co. and technology giant Baidu Inc., began to scale down production and seek fresh funds. It's a dilemma for all carmakers, but especially smaller ones. 'If you don't follow suit once a leading company makes a price move, you might lose the chance to stay at the table,' AlixPartners consultant Zhang Yichao said. He added that China's low capacity utilization rate, which is 'fundamentally fueling' the competition, is now even under more pressure from export uncertainties. While the push to find an outlet for excess production is thrusting more Chinese brands to export, international markets can only offer some relief. 'The US market is completely closed and Japan and Korea may close very soon if they see an invasion of Chinese carmakers,' Siebert said. 'Russia, which was the biggest export market last year, is now becoming very difficult. I also don't see Southeast Asia as an opportunity anymore.' The pressure of cost cutting has also led analysts to express concern over supply chain finance risks. A price cut demand by BYD to one of its suppliers late last year attracted scrutiny around how the car giant may be using supply chain financing to mask its ballooning debt. A report by accounting consultancy GMT Research put BYD's true net debt at closer to 323 billion yuan ($45 billion), compared with the 27.7 billion yuan officially on its books as of the end of June 2024. The pain is also bleeding into China's dealdership network. Dealership groups in two provinces have gone out of business since April, both of them ones that were selling BYD cars. Beijing's meeting with automakers last week wasn't the first attempt at a ceasefire. Two years ago, in mid 2023, 16 major automakers, including Tesla Inc., BYD and Geely signed a pact, witnessed by the China Association of Automobile Manufacturers, to avoid 'abnormal pricing.' Within days though, CAAM deleted one of the four commitments, saying that a reference to pricing in the pledge was inappropriate and in breach of a principle enshrined in the nation's antitrust laws. The discounting continued unabated. --With assistance from Yasufumi Saito and Chester Dawson. More stories like this are available on
