#Im from the US I automatically use feet and inches in gt-

[chaosduckies]

How tall are your Ocs like the exact height?

Ooo little bit of a long answer- (I do most of my characters): also most of these answers are just rounded up!

Ryker: 260 feet (80 meters)

Nathan: 5’2 (157 cm)

Dylan: 230 feet (70 meters)

Lucky: 5’11 (180 cm)

Jasmine: 220 feet (67 meters)

——————

Casper: 300- 1000 feet (possibly maybe a little more, it depends on how I want to plan the rest of the story out)- ( 92-304 meters)

Liam: 5’9 (the others in their story will be revealed after the next chapter) - (175 cm)

——————

Callum: 375 feet (114 meters)

Nico: 5’5 (165 cm)

——————

There are four more OC’s that I have yet to show, one duo is going to hopefully be posted this weekend, and the other when I finish prompts! I will add their heights whenever I post them! :D Also, not sure if you could tell I’m a fan of extreme size difference! Because absolutely none of my giant OC’s are below 200 feet-

Thank you for the ask anon!

[goarticletec-blog]

2019 Toyota Corolla Hatchback review: Good looks, driving demeanor, and tech

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2019 Toyota Corolla Hatchback review: Good looks, driving demeanor, and tech

I only ever used to recommend the Toyota Corolla to people who didn’t care about cars. If they wanted a car that was the equivalent of elevator music — something that just kind of… exists in the background — the Corolla was always my number one suggestion. It’s not that the car was bad by any measure, it just lacked excitement in literally every way.

But I can’t do that anymore. The 2019 Corolla Hatchback (née Corolla iM Hatchback, née Scion iM) gives the Corolla lineup something it hasn’t had in years: character.

Stylin’

It’s not exactly ready for Initial D, but the new Corolla Hatchback proves Toyota’s designers are capable of making a good-looking car now and then. The automaker’s corporate nose is much more subtle than it is on the current-generation Corolla sedan, the headlights and taillights are the right kind of thin and there’s a heapin’ helpin’ of character on the sides. My XSE tester, the sportier trim of the two, has upsized 18-inch alloy wheels a surprisingly large (but not annoying) wing atop the hatch.

The interior also uses more expressive design, though it’s a bit safer. There’s a nice bit of layering between the top of the dash and the bottom, with some simulated stitching to give it a more premium feel. Everything is within plain view, and there are plenty of real buttons for the infotainment system and climate control. On the XSE trim, the seats are covered in both fabric and leather, the front row gets heating and the driver’s seat is eight-way power adjustable.

One thing the Corolla Hatchback should have taken from its sedan sibling is rear legroom. The current Corolla sedan has exceptional rear legroom. Things are much tighter for my 6-foot frame in the back of the ‘Back, which has surprisingly narrow door openings but, thankfully, ample headroom. Forward visibility is ample, but the rear hatch glass is a little small for my taste. The side mirrors are big enough to cover my blind spots without requiring a twist o’ the neck.

The Corolla Hatchback’s rear wing looks fitting from some angles, but a bit garish from others.

Andrew Krok/Roadshow

Tech-rich, but with a notable omission

If safety is your jam, the Corolla Hatchback will delight. Both continuously variable transmission and six-speed manual variants get a number of standard safety systems, including automatic emergency braking with pedestrian and cyclist detection, lane-keep assist and adaptive cruise control.

Adaptive cruise control works well on my manual tester. It even permits clutch use for upshifts and downshifts, which I haven’t experienced on any other cruise-control-equipped manual, adaptive or otherwise. The lane-keep system is a hands-on-at-all-times affair, but it holds the lane well, not ping-ponging between lines and generally staying dead center if you yourself are incapable of doing so.

On the XSE trim, I have not one, but two screens — a 7-inch screen in the gauge cluster, and an 8-inch screen handling infotainment duties. The gauge screen offers two different styles, really only changing how you want the speedometer displayed. The center of the screen can swap between fuel economy, safety, music and other pertinent information using easily accessible switches on the steering wheel.

As far as infotainment goes, Toyota’s Entune system is fine. The graphics are a bit behind the times, but the system performs its jobs quickly. Neither the base SE nor uprated XSE get standard embedded navigation — that’s part of a $1,600 package on XSE alone. And while offering Scout navigation via Toyota’s app is a fine stopgap, I suppose, I still get mad that I have to offload part of my $23,000 car’s job to an app. Thankfully, I have Apple CarPlay at my disposal, but Android users are plumb out of luck — a surprising omission in 2018.

Like them or not, “floating” infotainment screens are here to stay.

Andrew Krok/Roadshow

Not a driver’s car, but way better than before

Toyota’s new 2.0-liter I4 puts out 168 horsepower and 151 pound-feet of torque. While that seems fine on paper, it’s a naturally aspirated engine and peak torque is all the way up at 4,800 rpm, which means you’ll be jamming the gas for even the slightest improvement in forward motion, especially at highway speeds. Toyota needs to get with the times and embrace a turbo engine with a lower torque band, especially on a trim like the XSE that bills itself as being a little sportier.

My tester has a six-speed manual, which feels solid enough as it snicks through well-defined gates, although the throw is on the long side. The clutch pedal is a letdown, though, with zero feel that makes finding the bite point a constant guessing exercise. One flip of the “iMT” button engages rev-matching downshifts and adjusts engine speed for smoother upshifts, both of which work very well. It’s a shame it defaults to turned-off with every press of the start button, though.

Around Detroit’s iffy-at-best roads, the Corolla Hatchback is cool as a cucumber. The ride is composed, even with the XSE’s thinner 225/40R18 Yokohama Avid GT all-season tires, and a great deal of outside noise is kept where it belongs. At highway speeds, there’s a bit of wind noise but it’s otherwise a comfortable, quiet affair. There’s a lot of give in the suspension, which sort of ruins the driving dynamics when things get twisty, but it’s still leagues better than any previous Corolla I’ve driven.

As for fuel economy, it’s hit or miss. The EPA rates the manual Corolla Hatchback at 28 miles per gallon city and 37 highway, but the CVT variant achieves 30 city and 38 mpg highway. Even small changes in speed are major determining factors in my fuel economy — between a steady 55 and 70 mph, I see close to 40 mpg highway, but anything north of 75 mph returns no better than 30-32 mpg, which is actually the same figure I saw in the city.

How I’d spec it

The Corolla XSE has a definite desirable advantage over the SE in the looks department, despite its fuel economy deficit. That puts me at $22,990 with a six-speed manual (no CVT for me, thanks). I would add the $1,600 option that includes embedded navigation, wireless phone charging and an 800-watt audio system. That puts me at $24,590, or $25,510 after the $920 destination charge.

Down to brass tacks

The 2019 Toyota Corolla Hatchback has some very solid competition, including the Honda Civic Hatchback, Hyundai Elantra GT and Mazda3 hatchback. All three are superior driver’s cars — heck, you can get the 201-horsepower Elantra GT Sport for about the same price. The Corolla has the Civic beat on tech (minus its lack of Android Auto), as well as the Mazda, but Hyundai’s tech offerings are hard to top in this segment.

Toyota’s new Corolla Hatchback is fun to look at, comfortable to drive and its tech is no longer five years behind the competition. I can only hope that this is the start of something interesting in the Corolla lineup, rather than a one-off that won’t translate to a redesigned sedan. Here’s hoping.

Andrew’s Comparable Picks

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[robertkstone]

2019 Toyota Corolla Hatchback First Drive: The Unexpected

The boring, spacious, and slow U.S.-market Toyota Corolla sedan has a vibrant European cousin that carries none of those traits. New for 2019, the Corolla hatchback reverses traditional Corolla sedan weaknesses in a package that could change consumers’ opinions about the decades-strong nameplate, for better and worse.

Known elsewhere as the Auris (and the replacement for the Corolla iM here), the 2019 Corolla hatchback is one of the most attractive cars in its segment. That pissed-off front styling you’ve seen all over the automotive universe is realized effectively on the sharp Corolla hatch—whether you get the SE or sportier XSE trim—with cool fangs on the lower front fascia and standard LED headlights. Around back the creased sheetmetal is interestingly shaped, except it’s not sheetmetal. The hatch is composed of a resin that allows for more complex surfacing, Toyota claims.

It’s been a very long time since the Corolla could truly be called sporty, but this hatchback takes steps in that direction. Built on Toyota’s TNGA platform and riding on a sport-tuned suspension, the 2019 Corolla hatch has moves that place it in another class of responsiveness and fun above the American-market sedan. It’s no Civic Type R, of course, nor is that the Corolla hatchback’s mission. But with 168 hp and 151 lb-ft of torque from a 2.0-liter naturally aspirated four-cylinder engine, the car has just enough oomph to keep things interesting. Anyone put off by the Corolla sedan’s lethargic responses should drive the hatch.

Then again, anyone who appreciates the Corolla sedan’s interior spaciousness will be put off by the Corolla hatch’s disappointingly small interior. The hatch lacks the class-above spaciousness we’ve come to expect from the Civic and Elantra GT hatchbacks; passenger volume is well below that of hatchbacks from Honda, Hyundai, and Volkswagen. If you compare it to the outgoing iM, well, it’s smaller than that, too. There’s a respectable though not class-leading 18.0 cubic feet of cargo space behind the second-row seats, which is about even with the Volkswagen Golf but not as stuff-friendly as the Honda or Hyundai.

That’s OK, though, as there should be more to #HatchbackLife than the primary mission of being more versatile than a sedan. The Corolla hatch drives well, with a lowered center of gravity and 60 percent more torsional rigidity than its predecessor. The steering communicates more on the XSE model, which rolls on 18-inch wheels and 225/40R18 tires compared to the base SE’s 16s and 205/55R16 rubber. And although you do feel bumps, the XSE shouldn’t prove tiresome as a daily driver. Speaking of which, the updated CVT is still the better choice for commuting, but the also-available rev-matching six-speed manual can—at the push of a button—subtly smooth out gear changes. Cool. As for that CVT, it has a physical launch gear and simulated gears for those who worry about the rubber-band feel of a CVT. Those simulated gear changes mostly stay in the background, only occasionally messing with the key benefit of CVTs: everyday smoothness.

Inside, a decent amount of the 2019 Corolla hatch is covered in soft-touch surfaces, and drivers will have good front and side visibility; you can improve the view out back by folding down the rear-seat outboard headrests. (Thanks for that functionality, Toyota.) An 8.0-inch touchscreen sits atop the dash on every Corolla hatchback, with standard Apple CarPlay (but not Android Auto just yet). Corolla SE hatchbacks get a more basic but acceptable instrument cluster with a vertical 4.2-inch display on the right side, whereas XSEs get a more modern 7.0-inch central digital display flanked by analog gauges. The system’s welcome animation is fun, and the screen’s blue speedometer/info-display combination looks sharp, but the digital mode doesn’t use enough of the screen’s width, making it feel like it’s not much more than the SE’s vertical-screen graphics on a larger display. If we had an XSE, we’d just enjoy it in analog mode.

As much as we like the Corolla hatchback’s Blue Flame paint complementing the XSE’s bold rear spoiler and other exterior upgrades, many potential customers will stick with the SE. Even at that trim, Toyota throws in a bunch of standard equipment. Besides the standard LED headlights and 8.0-inch touchscreen with Apple CarPlay, the SE hatch also includes a leather steering wheel and an electric parking brake with auto brake hold (at that one annoyingly long red light you encounter every day, the car will hold the brakes until you touch the accelerator, when it automatically and smoothly releases). Because this is a Toyota, a full package of active safety tech is also thrown in: automatic emergency braking, lane departure mitigation, full-speed adaptive cruise control (or down to 15 mph on manuals), and a system that can read certain road signs such as speed limits and stop or yield signs. Blind-spot monitoring is available on the automatic-transmission SE and standard on the two-pedal XSE.

Regardless of which Corolla hatch you get, it’s going to be a different driving experience compared to the aging sedan. Toyota’s latest compact hatchback class excels more at emotionally driven consideration points than practicality, an interesting choice in a surprisingly crowded segment that itself competes with subcompact crossovers. If you find yourself wanting a small hatch and a cozy interior isn’t a deal-breaker, give the Toyota a try before you drive away in a more spacious car like the strangely styled Civic hatch or the value-focused Elantra GT.

2019 Toyota Corolla Hatchback BASE PRICE $21,000-$23,500 (est) VEHICLE LAYOUT Front-engine, FWD, 5-pass, 4-door hatchback ENGINES 2.0L/168-hp/151-lb-ft DOHC 16-valve I-4 TRANSMISSIONS 6-speed manual, cont. variable auto CURB WEIGHT 3,050 lb (mfr) WHEELBASE 103.9 in LENGTH X WIDTH X HEIGHT 169.9 x 69.9 x 57.1 in 0-60 MPH 7.9-8.9 sec (MT est) EPA CITY/HWY/COMB FUEL ECON 29-30/37-38/32-33 mpg (est) ENERGY CONSUMPTION, CITY/HWY 112-116/89-91 kW-hrs/100 miles (est) CO2 EMISSIONS, COMB 0.59-0.60 lb/mile (est) ON SALE IN U.S. July 2018

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[lovelyfantasticfart]

BMW鈥檚 New 640i GT - The SUV Lite

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