2014 Kia Optima Lx on 2040-cars
1501 LA-14, Lake Charles, Louisiana, United States
Engine:2.4L I4 16V GDI DOHC
Transmission:6-Speed Automatic
VIN (Vehicle Identification Number): 5XXGM4A79EG262563
Stock Num: V128
Make: Kia
Model: Optima LX
Year: 2014
Exterior Color: White
Options: Drive Type: FWD
Number of Doors: 4 Doors
Mileage: 12295
Ready Set Geaux!
Kia Optima for Sale
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Auto Services in Louisiana
Wiggins Auto Collision ★★★★★
Veteran Windshield Repair ★★★★★
Speed Tires & Service ★★★★★
Siegen Car Care ★★★★★
Sams Audio ★★★★★
Safelite AutoGlass - Bossier City ★★★★★
Auto blog
Kia's second Super Bowl commercial lets booth professionals have their revenge
Fri, 01 Feb 2013This is more like it, Kia. After last year's highly successful Adriana Lima-infused Super Bowl commercial for the Optima, we weren't that impressed with this year's Super Bowl ad for the new Sorento called Space Babies that Kia showed us earlier in the week. Its second spot for this year's big game, however, gave us a chuckle.
Called Hotbots and starring Miss USA Alyssa Campanella as a futuristic robot, the ad plays out a fantasy that we know for certain has crossed the minds of many booth professionals. These are the attractive set of women and men who plant themselves next to new cars at auto shows. More than just eye candy, they're usually extremely well educated on the product's specs and features. Despite that fact, they have to put up with constant oogling and questions like, "Do you come with the car?" What this T-1000 won't put up with is fingerprints on her shiny new 2014 Kia Forte, and she does something about it. Watch for yourself below.
2017 Kia Cadenza First Drive
Mon, Aug 29 2016"Garbanzo? Costanza? Credenza?" I can't tell if the guy at the bakery is trying to be funny or if he's genuinely forgetting the name of the car – I've told him twice; it's the 2017 Kia Cadenza. But you know, maybe the miscommunication is just fine. Like the Cadenza itself. It's fine. You shouldn't read that negatively. Every now and then in this job, you drive a car and simply come away thinking, "it was fine." And if you're building a car in this particular segment, that's practically the response you hope to elicit. A comfortable jack-of-all-trades at a price that isn't going to bankrupt the owner. Consider the Cadenza's competition: Toyota Avalon, Nissan Maxima, Chevrolet Impala, Buick LaCrosse. These aren't groundbreaking luxury vehicles, masters of utility or fuel economy, or Nurburgring-smashing sports sedans; they're... fine. You almost feel bad saying it – from a very reasonable angle it's a great segment, populated with cars offering a lot of the same equipment and a little more bang for the buck than a full-on luxury sedan, and tending to be roomier, too. And yet it's that dilution of dedicated purpose that keeps these models stagnant in showrooms compared to the more luxurious – and certainly to the more economical. It's hard to raise an eyebrow here. So it goes with the Cadenza. Despite looking a heck of a lot like the previous car, the new Cadenza has been reworked significantly – the use of high-strength steel has doubled, to over 50 percent; the use of hot-stamped steel has tripled; the doors are 16 percent more dent-resistant; the chassis has 35 percent greater torsional rigidity; there's a new subframe (similar to that of the Optima); the front windows are now laminated and there's 13 percent more sound insulation in the A-pillars; there's a full underbody cover and wheel air curtains; it has a new eight-speed transmission – developed in-house; there are 40 fewer pounds of unsprung weight thanks to aluminum parts; the brakes are bigger; and there's a bevy of upscale tech features – but we lost you halfway through that paragraph. The styling is a little sharper than the outgoing model's – it's not going to blow your pants off, but it's hardly a bad-looking car. The updated design features Kia's now-trademark quad-LED setup within the lower front grilles, and the main grille is a concave affair – base models get a "Diamond Butterfly" insert you know from other Kia models, and higher-end Cadenzas get "Intaglio" vertical slats.
2019 Kia Niro EV First Drive Review | How to have fun in a practical EV
Thu, Feb 7 2019SANTA CRUZ, Calif. — The Kia Niro EV rounds out the Niro trio, and is the most impressive on paper. With the same 64-kWh battery and 201-horsepower electric motor as the Hyundai Kona Electric, it's rated at 239 miles of driving range between charges. Granted, 239 miles is less than the 258 miles the Kona EV gets on paper, so we were eager to see what the differences were between the similar EVs. After spending an icy, frigid weekend driving (and falling in love with) the Hyundai Kona Electric around Michigan we hopped on a plane, and headed to Santa Cruz to try out the 2019 Kia Niro EV (and to escape the cold). With a longer wheelbase and greater overall length than the Kona, the Niro EV offers a little more rear legroom — about three inches extra. As a 6-footer, I didn't find it uncomfortable to squeeze in behind an even taller driver. This bodes well for those of us with car seats we need to install in the back of our EVs. The Niro EV also boasts more luggage space than the Kona, with 18.5 cubic feet behind the rear seats, and 53 cubic feet with the seats folded down. We were impressed by the large rear opening and the spaciousness of the cargo area. The driver's seating position took a lot of adjustment to get comfortable in, a problem we didn't have in the Kona. No matter what we did, we felt like we were sitting too high up in the vehicle, but eventually it began to feel natural as our focus shifted from the interior around us to the road in front of us. Still, every time we got back in the car, we felt the need to try to improve the seating position. At least the seats were comfortable and supportive. Thankfully, Kia didn't go overboard with the styling of the Niro EV, and that goes for the interior, too. The oddest thing is the big rotary gear selector. While it looks like it would be in the way of the cupholder, it didn't interfere with grabbing our coffee, and it's more intuitive to use than the Kona Electric's separate PRDN buttons. The rest of the interior is about what you'd expect. There's a lot of plastic, a center stack that's maybe just a little too busy with buttons and controls, a well-incorporated touchscreen and a digital instrument cluster. It's quiet when you turn it on and begin to drive away, as you would expect. Listen carefully and you'll hear the spacey hum of its pedestrian warning system at low speeds, which shuts off as you approach 20 miles per hour.