The Truth About Cars » K5 http://www.thetruthaboutcars.com The Truth About Cars is dedicated to providing candid, unbiased automobile reviews and the latest in auto industry news. Thu, 24 Jul 2014 17:47:59 +0000 en-US hourly 1 http://wordpress.org/?v=3.9.1 The Truth About Cars is dedicated to providing candid, unbiased automobile reviews and the latest in auto industry news. The Truth About Cars no The Truth About Cars editors@ttac.com editors@ttac.com (The Truth About Cars) 2006-2009 The Truth About Cars The Truth About Cars is dedicated to providing candid, unbiased automobile reviews and the latest in auto industry news. The Truth About Cars » K5 http://www.thetruthaboutcars.com/wp-content/themes/ttac-theme/images/logo.gif http://www.thetruthaboutcars.com The 1991 GMC Jimmy SLE – The Car I NEVER Should Have Bought http://www.thetruthaboutcars.com/2013/03/the-1991-gmc-jimmy-sle-the-car-i-never-should-have-bought/ http://www.thetruthaboutcars.com/2013/03/the-1991-gmc-jimmy-sle-the-car-i-never-should-have-bought/#comments Wed, 13 Mar 2013 12:11:24 +0000 http://www.thetruthaboutcars.com/?p=480796

1991 GMC Jimmy SLE

The 1991 GMC Jimmy was a throwback to a better time. The design, originally introduced in the 1973 model year, was all truck and its square, upright design spoke volumes about American strength and power. Over the years, the design gradually evolved and towards the end of its product run even gained small touches of luxury. Don’t be misled by the soft velour seats and carpeted floors, though, under the skin the truck was still all business. It was a serious rig for serious men and it required a seriously big wallet to fill its seriously big fuel tank. I didn’t know it then, but I was in serious trouble the minute it hit the driveway.

The Jimmy, resplendent in its two-tone grey paint and rolling on raised white letter tires and aluminum rims that look suspiciously close to a set of Centerline Racing wheels, is the “car” I never should have bought. Despite the fact that I was making almost weekly trips to visit my girlfriend on the other side of the state, 5 hours and a high mountain pass away, it was more vehicle than I needed. Still, my off-road adventure in my tiny Geo Metro had left me aware of the perils involved in the trip, especially in mid winter, and earnestly believed that a four-wheel drive was necessary to ensure that my love life remained uninterrupted.

I had begun the process of replacing the Metro by looking at the big GMC’s little brother, the S-15 Jimmy and it’s Chevrolet sibling the S-10 Blazer. What I found was disheartening and I have since become convinced that these vehicles are the 90’s version on the 70’s Camaro, usually bought cheap by young people and thrashed from the minute they leave the lot. Every one of them I looked at was in poor condition, frequently dented by off-road adventures and usually with some crappy aftermarket radio shoehorned into a hole hacked into the dash. The bigger, K series trucks seemed to be in better condition and despite the fact they were bigger than I wanted, I soon found myself gravitating towards them. The more I looked, the more comfortable I became with their price and size and so, when I found a 1991 Jimmy in great condition I jumped at the chance to buy it.

I’m ashamed to say that P.T. Barnum was right, there is a sucker born every minute. That day, it was me. Thanks to a poorly negotiated deal, something I was about to repeat, I was seriously upside down in the Metro. Add to that payoff a generous mark-up on the Jimmy at a convenient “no haggle” price and you can imagine the total that was presented to me. Today, almost 20 years later, I would beat it out of the show room in a hurry, but back then I was so clueless that I sat there while the sales manager worked to get me into the right loan that would let me take the prize home. Unfortunately, they were successful and ,in the end, I ended up paying about $330 a month for 6 years on a 5 year old used truck with around 90K miles!

The truck itself was a beautiful machine. Papers I found in the glove box indicated that the truck was a top of the line machine that had actually been given away as the grand prize, along with a matching bass boat, at the Outdoorsman’s Expo in 1991 and it still looked the part. ‘91 was also the last year of the big, square style Jimmy and although it was old school on the outside, under the hood it featured the latest fuel injected 5.7 liter engine. Inside was nice, with comfortable buckets seats, a huge plastic console and all the available options.

Reverse angle of my Jimmy

It did great in the snow and I regularly used it to storm over the Snoqualmie pass and across Washington state. Equipped with a hitch and a transmission cooler, the truck was also a great towing rig and I used it that summer when I decided give up the long weekly commute and moved to Pullman. I really loved the truck, but gradually the high cost of fuel and the poor loan terms I had received, combined with a poor employment situation, began to take a toll.

By 1999 I was at a low point in my life. A whole series of poor decisions had finally joined together in a perfect storm and I was really behind the 8 ball. I had finished college but the better life I had thought would surely follow failed to materialize and I ended back with my mother in my childhood bedroom. I felt like a heel. To make matters worse, I still owed so much money on the truck that there was no way I could finance a more fuel efficient vehicle and, broke, I couldn’t even sell it at a loss. Finally, with a job in Japan on the horizon, my mom stepped up and paid the loan down enough for me to sell it.

The guy who bought it was as thrilled with his purchase as I had originally been and he gleefully took it off my hands. I wish I could say that I was as excited to be out from under the truck as he was to buy it, but the truth is I was emotionally drained by the whole experience. Unemployed and beat down by life, I met with a recruiter for an English school in Japan and, after taking another loan from my mother and headed for Japan where I willingly stepped into an obviously dead-end job and began to rebuild my life. To this day, I can’t think of the Jimmy without a flood of world-weary, unhappy emotions welling up. It’s too bad really, that truck was one for the ages.

So now, for our entertainment, let me ask you to reach into that darkest part of your soul and tell us – What is the vehicle you should never have purchased?

Thomas Kreutzer currently lives in Buffalo, New York with his wife and three children but has spent most of his adult life overseas. He has lived in Japan for 9 years, Jamaica for 2 and spent almost 5 years as a US Merchant Mariner serving primarily in the Pacific. A long time auto and motorcycle enthusiast he has pursued his hobbies whenever possible. He also enjoys writing and public speaking where, according to his wife, his favorite subject is himself.

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Review: 2011 Kia K5 (Optima) Korean-Spec http://www.thetruthaboutcars.com/2010/11/review-2011-kia-k5-optima-korean-spec/ http://www.thetruthaboutcars.com/2010/11/review-2011-kia-k5-optima-korean-spec/#comments Mon, 15 Nov 2010 22:02:59 +0000 http://www.thetruthaboutcars.com/?p=372816

The Korean word for ‘five’ sounds like “oh,” as in, “Oh, Snap!” or “OMG.” So in Korea, that makes Kia’s new K5 a “K.O.,” at least in name. But does Kia’s new Camccord fighter actually land a knockout on the all-important D-Segment, or is it a mere win by decision?

One thing is certain: this doesn’t look like any Optima we’ve seen before. From a distance, the K5 cuts a distinctively aggressive and appealing profile. On closer inspection however, the exterior design begins to display a certain amount of visual discord. Consider the K5 an automotive Monet: gorgeous from a distance, but more than a little muddled at close quarters.

One of the biggest visual distractions is the chrome accent that runs along the top of the side windows. When that strip passes through the rear door and trunk lid openings, it creates a cacophony of cut lines that make it look a little like Chucky from the Child’s Play movies.

A little further rearward, the design disarray continues. The Audi-inspired tail lights conspire with the trunk opening and rear bumper to create an overhang that gives the K5 an unpleasant bucktooth appearance.

The front of the car displays more design non sequitur elements. The in-vogue-for-the-moment LED positioning lights look jarring against the incandescent fog lights. The bright white light of the LEDs overpowers the yellowish light of the incandescent bulbs. Also, the positioning lights do not follow the contour of the fog lights and therefore look like an afterthought. What’s worse, lower trim level models without the positioning lights are left with a vast expanse of black plastic in their place that wouldn’t look inappropriate in a Tic Tac factory.

Speaking of lights, another element that misses its mark is the “eyebrow” light near the back of the headlamp assembly. Perhaps this piece is meant to mimic the gorgeous light treatment on the K7 (Cadenza), but on the K5 it looks disjointed and incomplete.The final piece of the K5’s exterior design puzzle is the faux air intake on the fender. On some models it illuminates, which does help to give it some visual appeal, but on most models it’s as superfluous as Krusty the Clown’s third nipple.

The K5’s interior recalls an apartment I recently considered buying. Promotional literature for this apartment made much of the fact that the kitchen, living room, bathrooms and bedrooms had each been designed and decorated by a different world-class architect or designer. On paper, the idea of having a dream team of top architects and designers working on one project sounded like a good one; in reality, it failed miserably. The result was a hodgepodge of rooms with different shapes, colors, textures, and designs that looked as though each had been crafted without any consideration of the other. The finished product was completely incongruous and lacked both cohesion and coherence. The interior of the K5 seems to have suffered a similar fate. One good example is the way the dashboard meets the door panels.

It seems as though nobody considered that these two areas might someday appear together in the same space. There is a complete lack of unity or flow between the two elements, as if the doors had been designed by one person and the dashboard by another and neither person knew what the other was doing. The door panels themselves are another example of the interior’s lack of design rhythm. The speakers appear to have been added as an afterthought as they protrude tumor-like from the door, giving the whole affair a lopsided, front-heavy look . Finally, the gear selector, with its leather boot, faux-wood trim, high-gloss center point, and chrome release button, also exhibits the K5’s Frankenstein approach to interior design.

If this sounds overly-harsh, consider the K5′s own in-house competition. By comparison, the K5’s kissing cousin, the Hyundai Sonata, has an overall interior design concept that is much more cohesive; lines flow together in unbroken harmony with a sense of balance and unity. It’s a night-and-day difference from the design-by-committee look of the K5’s interior.

Sitting behind the wheel of the K5, the first thing you notice is that the steering wheel is smaller than you might expect. On the road, the wheel feels even smaller as its four spokes are crowded by no less than a dozen buttons. On the plus side, three of those buttons belong to the K5’s cruise control, a feature not commonly found on midsize cars in Korea. Across the street at the Hyundai dealership, both the Sonata and Grandeur (Azera) are green with envy as cruise control is unavailable on either.

Another nice trick hiding up the K5’s sleeve is its heated steering wheel. Hiding is the appropriate word here however, as the switch is completely obscured by the steering wheel and is nearly impossible to locate and just as hard to activate. It’s worth noting however, that this feature is unavailable on other cars in this class (at least in Korea), so kudos to the K5 for having it.

Speaking of heat, both the front and rear seats are heated with special antibacterial polymer heating elements called Heatex. Kia claims that Heatex provides more uniform heating and uses infrared waves to stimulate drivers’ and passengers’ internal organs. The car I drove included cooled front seats which delete the Heatex option in favor of conventional heating elements. This, plus the 95-degree heat the day I drove the car, meant that my internal organs didn’t have a chance to experience Heatex in action. I can report, however, that the cooled seats work quickly and effectively, despite being a little too loud for my liking. At stop lights, the constant drone of the cooling units had me wishing that they had an automatic start-stop system. In fact, I often turned them off manually while idling at red lights. However, the vertical layout of the switches seemed counterintuitive and I often ended up activating the passenger’s heated seat. I’d prefer a side-by-side switch layout.

Several first-drive reports from the Korean media have suggested that the K5’s seats are hard and uncomfortable. In the 90 minutes I spent with a KDM version, I found the seats to be comfortable but a little too flat for my liking, especially the bottom cushion. In addition, the driving position was noticeably low (lower than the Sonata) and the center console was noticeably high (higher than the Sonata) which combined to give the cockpit a cocoon-like feel. Interestingly, and somewhat uncommonly these days, Kia spent the extra nickel to include pictograms on the power seat control buttons. It’s a nice touch, but seemingly unnecessary as the only time anyone will see them is when the door is open. Front-seat legroom in the K5 is excellent as the seats offer extensive fore and aft adjustment. With the front seats in their furthest rearward position (a position they are likely never to be in, but that’s the way Kia measures legroom), the K5 has nearly three-quarters-of-an-inch more legroom than the Camry and a staggering 3.2 inches more than the Accord.

Front-seat headroom is a slightly different story, at least numerically. Interior headroom in the front is only three-quarters-of-an-inch more than in a Camry and is almost 1.5 inches less than an in an Accord. In the real world however, the interior at the front of the K5 feels roomy, perhaps due in part to the noticeably low seating position.

In the back seat, headroom is both numerically and realistically tight. At 57.3 inches, the K5’s roofline is lower than that of the Sonata (57.9), Camry (57.9), and Accord (58.1), and it feels that way! The K5 has the least rear-seat headroom of any of its three competitors; nearly a full inch less than the Accord, slightly more than half-an-inch less than the Sonata, and nearly a quarter inch less than the Camry. In addition, outward visibility while sitting in the back of the K5 is somewhat restricted because the side windows sweep upward. This upward sweep gives the exterior a fastback-esque appearance but combined with the low sloping roofline, makes the backseat feel somewhat claustrophobic. On the plus side, rear legroom is good. The K5 has nearly an inch more legroom than the Camry and about a quarter inch more than the Accord (again measured in the Kia way with the front seats positioned all the way rearward). Rear seat passengers can also enjoy their own air vents, but (strangely) only on vehicles equipped with an automatic transmission. The vents are a nice touch, but they cannot be opened and closed independently of each other as on the Sonata.

Overall, the K5’s interior is comfortable, roomy, well-equipped, and quiet. Kia engineers went to great lengths to make the K5 quiet. In fact, it has more sound insulation than both the Sonata and the larger more upscale K7 (Cadenza). That being said, its interior looks and feels somewhat bargain basement, especially in the lower trim levels and lacks design coherence and continuity across all levels.

Under the hood, the K5 uses the same 2.4-liter GDI engine as the Sonata. However, a keen eye will notice a few subtle differences in the engine bay. First, the K5 uses just a single gas strut fixed to the inside of the front wheel arch, whereas the Sonata uses two struts mounted to the outside. Cost savings for Kia and weight savings for the K5, perhaps?Also, the K5’s air intake is wider, lower, and better integrated than that of the Sonata’s.

Finally, the area near the firewall also differs between the K5 and the Sonata. The Kia has more insulation and a larger differently-shaped cowling near the windshield wipers, both of which are designed to reduce noise in the cabin.

Undoubtedly the K5 will be a hit for Kia, and it should be. It’s a quiet, well-equipped, affordable, and generally speaking, an attractive automobile. Unfortunately, it lacks the refinement necessary to compete against the likes of the Accord, Camry, and even its stablemate the Sonata. Had the K5 been given more of a sporting mission to match its extroverted exterior, it would make a stronger case for itself. Instead, the driving impression is extremely close to the Sonata only with less refinement. It throws a lot of punches, some of which hit and others of which miss, but at the end of the fight, the K5 falls short of being a K.O.

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