Everyone has different skin types from each other and this means that we all require different treatments for our skin. Age and skin needs also affect how we need to treat the skin. All members of the family from grandparents to babies use various products for the skin to maintain the skin's health, looks and feel. At the same time as treating the skin, all family members can enjoy skin products that work to ease tired muscles and eyes, alleviate stress and re-energize the body.
Aromatherapy does not need to be in lotions alone however. Aromatherapy can make use of essential oils mixed with a base substance or with other oils in a variety of products. Bath products, shower products, household products, baby products and laundry products are a few of the many ways aromatherapy can be added to one life. Some of the ingredients that are commonly used as aromatherapy include these essential oils:
* Lavender
* Chamomile
* Cedar Wood
* Eucalyptus
* Basil
* Thyme
* Rosemary
* Teas
* Rose Hips
* Lemon Seed
* Sunflower Seed
* Ylang Ylang
There are many others that can be and are used for creating a sense of well-being. Aromatherapy has shown many amazing benefits in the many areas it can be used. Of the essential oils listed above, Lavender and Chamomile are the most commonly used for scenting skin care products. These two oils provide relaxation, while use of a citrus oil can energize the body. Some people have allergies or sensitive skin that reacts adversely with some essential oils, but many more are able to take advantage of the benefits aromatherapy provides.
Skin Care is Not the Only Way
Many different illnesses have been treated through the years by aromatherapy treatments. Aromatherapy has been used on cancer patients and on other serious diseases effectively. The aromatherapy helps the ill with anxiety, depression, relaxation, rest, calming, sleep, conditioning of the skin and even with managing pain.
Some products already contained in one's home may already have the essential oils that are used in aromatherapy. Look at products used in the bath or shower, your baby's care products, products for laundry, candles, air diffusers or fresheners, perfumes, oil burners, drawer scented sheets, lotions, massage oils and several more. Aromatherapy has become increasingly popular for its scents and its healing powers. It may be surprising just how many products that you own actually contain aromatherapy qualities.
Aromatherapy products make great gifts for all those you know, especially skin and bath products. For those who travel frequently, would enjoy gifts such as travel pillows or face masks for tired and weary travellers to easily breathe and help with relaxation and sleep.
Allergy Reminder
If you are allergic or sensitive to perfumes or with your skin, you may need to be careful with the essential oils used with aromatherapy in scented products or in body care products. There are many different sources that provide the oils for aromatherapy, so you may be fine with some but bothered by others. Consider what you have allergies or sensitivities to and obviously avoid those or some that are similar to it. Consulting with a doctor may resolve some confusion or questions regarding the use of particular essential oils for aromatherapy. Reactions can be mild or in some cases, severe. If you or others in your family do not have sensitivities or allergies, then feel free to choose your favorites or mix and match to get the scent and feeling you are looking for.
People have always strived to become more beautiful, and the modern beauty product industry has put this within the reach of most of us. If you wish to truly change your look, you need to visualize specific changes. Most women enjoy experimenting with varieties of beauty products as a way of expressing themselves and relieving stress. And with modern beauty products, anyone can afford to add a bit of glamour to their lives.
A wide variety of products are available on the market today, which can help enhance your physical attributes to make you feel younger and more glamorous. Beauty products range from skin care products such as soaps, bath salts, creams, exfoliating scrubs, and face and body packs, to hair care products such as shampoos, conditioners, hair colors, and various perming solutions, to overall body-care products such as moisturizers, cold creams, deodorants, nail care, and accessories for bubble baths. Each product helps revitalize your body, build your self-esteem, and erase imperfections.
Today, science has allowed for better analysis of the ingredients of beauty products. Harmful ingredients such as chemicals are easily absorbed by the skin, which is why it is wise to replace them with natural and herbal ingredients specially formulated to protect the skin and provide added benefits, such as the lightening of acne marks and uneven pigmentation. In addition, certain beauty products are known to smooth wrinkled skin and delay the signs of aging.
Many cosmetic companies have adhered to regulations to provide us with better and more effective products. Their products cater to every need and mood, and are suitable to all skin types.
Fortunately for those who cannot afford expensive products, easy-to-make recipes are available at book stores and on the Internet. Ingredients are found in almost every kitchen and market. So do not despair, but take control of your own beauty regimen.
I'm not sure why, but it seems each time I get in a Subaru, I come away surprised with just how nice the experience was. Maybe that goes back a decade or so when Subies were a bit less substantial than they are now. The ride and the handling are now rather refined, and the interiors are comfortable, straight-forward cockpits.
I continue to want another gear in the transmission to quiet down the engine that much more on the highway. It might kick up the fuel economy a bit as well.
All things considered, the Legacy is a handsome, comfortable AWD sedan.
EDITORIAL INTERN JAKE LINGEMAN: When I first jumped in the Legacy for the weekend, I was hoping for the more raw, aggressive experience you get with a WRX. But this is not that.
The horizontally opposed engine is smooth and powerful almost all the way to redline. The 256 hp shoots this thing off the line with all four wheels pushing. It's a quick sedan. On normal departures from lights and stop signs it just cruises through the gears without so much as a hiccup. It'll be in fifth gear at 40 mph before you know it.
I really would have liked a dual-clutch in this, such as that in the Volkswagens or Mitsubishis, but it would obviously take away from the refined ride. The paddle shifters work decently; they even rev match on downshifts, making the Legacy a fun little car to flick the paddles and shoot around turns or make passes, even without the kidney-cracking Gs you get in the WRX.
The ride is compliant, even on bumpy roads. Normal potholes and sewer covers where I would do a little wince before I went over them didn't upset the Legacy at all.
On the outside it looks pretty tame, especially from the side. The profile makes me think I'm looking at any other midsize sedan on the road. The ground effects give it a little extra sportiness, but the overall shape just says Honda Accord or Toyota Camry to me.
On the other hand, the front end stands out a bit. I like the grille shape, and the weird headlights give it a cool look from the three-quarters view.
The Legacy, especially the 3.6R, is a WRX for the grown-ups. It has enough power and you can still have a little fun in the snow, but it doesn't feel like you need a helmet, gloves and racing shoes to drive it.
NEWS EDITOR GREG MIGLIORE: I think this is a solid car in nearly all departments and it's reasonably priced considering it offers all-wheel drive and an elegant interior.
The 256 horses channeled to all four wheels are potent, and I do like the acceleration. It's strong on the expressway and peppy on the surface streets. The power is actually more evident darting around town, which makes for an enjoyable drive. The chassis is comfortable and even. There's not a lot of dive in braking, and the Legacy is reasonably taut through curves. The body is relatively tight for a family sedan and the car goes where you direct it. The steering has satisfying response, and it's generally an eager car.
The looks on the inside are beautiful with the wood-colored parts and plastic trim. It really is sharp, and the leather feels pleasing to the touch. These seats are extremely comfortable, and the heaters more than up to the task. My one complaint was that wind noise and outside noise are very apparent at times. I've driven this car before and it hasn't been quite like that. Maybe it was a windy day.
The outside is classy, with the elegant headlight casings and the wheel arches that hint at the AWD capability. It is a bit droopy though from the three-quarters view, but overall it presents fairly well. I put a lot of miles on this car and was satisfied.
ASSISTANT ART DIRECTOR/DESIGNER TARA KLEIN: I had the Legacy for a quick commute home and back, and in that time I was impressed with what this midsize sedan had to offer.
This car is great for all types of driving experiences, from a long, drawn-out commute to a quick run around town. The overall ride and handling were very smooth, and the steering was very responsive. It zips pretty well and is great around corners. Blind spots in this car are minimal as well.
Having AWD come standard is a huge benefit for the Legacy, especially when it comes to the winter months here and the rural two-lane dirt roads I personally have to trudge through.
As far as exterior styling goes, this car is pretty. Not over-the-top aggressive or sporty, but not a boring, invisible blob on the street. A few body lines and features make it attractive and eye-catching, like the large wheel arches and the oversized angled headlights.
The cabin is roomy and also extremely comfortable. Like the Outback, material choices and center stack/cluster composition lead to the feeling of sophistication. Add the Legacy's comfort, good engineering and a nice ride. It looks like a fine deal to me.
2011 Subaru Legacy 3.6R Limited
Base Price: $29,020
As-Tested Price: $30,015
Drivetrain: 3.6-liter H6; AWD, five-speed automatic
Output: 256 hp @ 6,000 rpm, 247 lb-ft @ 4,400 rpm
Curb Weight: 3,557 lb
Fuel Economy (EPA/AW): 21/22.9 mpg
Options: Power moonroof ($995
An evolution of a revolution," according to Bentley CEO Dr. Franz-Josef Paefgen, the second generation of the landmark coupe that put Bentley back at the tip of the luxury-brand spear in 2003.
The concept driving the new Continental GT? Improved response and stability at all speeds, characterized perhaps as a bit more edge with no loss of requisite Bentley smoothness or comfort.
The new GT is definitely an evolution, starting with its 6.0-liter, twin-turbo W12, which Bentley touts as the lightest, most compact 12-cylinder in the automotive world. The engine can now run on E85. Rotating weight and friction have been reduced, and power increased slightly thanks to new calibrations and turbo-control strategy. There's 15 additional peak horsepower (to 567 hp at 6,000 rpm), and an infusion of 37 lb-ft of torque across the rev range.
Other powertrain changes are adapted from the Continental Supersports. Shift speeds in the six-speed ZF automatic are reduced 50 percent, and double downshifts are allowed for the first time in the standard GT. The all-wheel-drive's default torque split is shifted rearward, from 50 percent front, 50 rear to 40/60.
Underneath, the GT's track increases by 1.6 inches in front and 1.9 inches in the rear. Subframes are now hard mounted, no bushings, as they are in the Supersports. Standard wheels measure 20 inches in diameter with 275/40ZR tires. Overall, the new GT is 143 pounds lighter than its predecessor, improving the power-to-weight ratio 6 percent.
Styling updates are subtle, starting with a more upright grille and LED running lights that trim the main projector beams. Key body panels are fabricated with a new technique that Bentley calls "Superforming." Single aluminum sheets are heated to 950 degrees Fahrenheit then shaped under high pressure. It eliminates welds or seams and allows curves with much tighter radii. Underbody refinements help reduce the coefficient of drag slightly to 0.33 and reduce lift at the front and rear axles.
Inside, the dash is reshaped in the fashion of Bentley's Wing logo. There's a touch-screen interface for navigation and infotainment functions, Google Maps capability, a 30-gig hard drive and an SD card slot.
Bentley says the new Continental GT will reach U.S. dealerships by spring 2011, starting at just $189,900 (an increase of about 5 percent over 2010). Other variants of the current Continental will continue after its launch, including the convertible and the Supersports.
How's it drive?
It's all Bentley inside, with padded, soft leather surfaces, big comfortable seats and a hand-finished, bespoke quality that lesser luxury brands don't match. The new control interface, which combines a couple of knurled aluminum knobs with a high-resolution, eight-inch touch screen, is more effective than any point-and-click system out there. There's plenty of space and a bit more legroom in back, thanks to a new seat design, though access still requires a bit of acrobatics.
There's nothing to complain about in the performance department. Nobody really needs more power for the road than this car delivers, even with a curb weight exceeding 5,000 pounds. The ZF automatic is the best, with throttle-blip downshifts that sound as good as any dual-clutch extant. The new Continental GT maintains the fabulous combination of style, comfort and speed that defined its predecessor, but there are improvements.
In short, Bentley seems to have achieved its objective. This Continental GT responds to inputs more crisply than the original did. It feels a bit less nose heavy, less pony-car-like in that respect, and it turns into corners more readily. On the road, at least, the default understeer presents itself more slowly and progressively. The Continental GT delivers the same unique combination of good response and smooth, stable velocity it always has, only more so.
Do I want it?
If your tastes lean toward big, heavy, superfast cars with undeniable presence and your pockets are deep enough, absolutely. If you are sometimes troubled by excess, you might wait for the new Bentley V8.
The company will unveil its new 4.0-liter, direct-injection twin-turbo V8 after the first of the year and make it available in the Continental GT by the end of 2011. Bentley promises lower fuel consumption and a 40 percent reduction in emissions compared with the W12. We predict more than 400 hp and a sticker price that's at least $15,000 less than the 12-cylinder GT's.
2011 Bentley Continental GT
Price: $189,900
Available: First quarter 2011
Layout: Four-passenger, front-engine, rear-drive coupe
Drivetrain: 6.0-liter W12, 567 hp @ 6,000 rpm, 516 lb-ft @ 1,700 rpm; six-speed torque-converter automatic; variable all-wheel drive
Weight: 5,115 lb
This is a bizarre vehicle in that it has about a $5,000 price premium over a regular Escalade and really, the biggest mpg improvement is in the city, where I averaged about 18 mpg on the weekend. I remember consistent 12s in regular Escalades, so there is some real improvement there with the hybrid system.
The trade-off is that the ute is even heavier than a regular model, costs more (as mentioned) and is noticeably slower. It takes a while to get the big fella up and moving, and another while to get it stopped. There's also that weird thing I've experienced in most hybrids I've driven with regenerative brakes, where you start to apply the brake pedal and the car doesn't begin to slow until you're into the brakes pretty good. That said, the hybrid system and its start/stop function operates as smooth as the other hybrid systems available.
It's gorgeous inside with plenty of room and is comfortable. I guess my biggest question is, why does someone spending $90,000 care about saving some gas around town?
EXECUTIVE EDITOR ROGER HART: A couple of things bugged me about this: First, the regen-brake feel is absolutely the worst I've experienced. I had to make a panic stop on the freeway, and it was downright scary how long this thing took to finally get stopped. I know there's a lot of mass here, but the brake feel is not something that elicits confidence in getting things slowed down. The trade-off with increased fuel mileage would only work if someone drove this in the city a lot.
Second, not having the third row of seats disappear into the floor is a major problem when trying to haul a bunch of stuff. In this day and age, with nearly every other automaker having third rows that fold flat, having a $90,000 vehicle where I would have to lift the seats out and store them in my garage just doesn't seem real luxurious to me.
The highlights: Beautiful interior. I like the tray on top of the console that is perfect for your mobile phone. The heated/cooled cupholders are a nice touch as well. And I've always liked these General Motors seats, which are very comfortable.
NEWS EDITOR GREG MIGLIORE: What a luxury barge. This Escalade is opulent in the way that turn-of-the-century cruise ships were. I love the interior. The woodlike parts and finishings with all this leather are simply gorgeous. The stitching is sharp and everything feels upscale. Then again, for $90,000, this should be the Queen Mary on wheels.
As Roger notes, I wasn't particularly fond of the regen brakes; the feel is just sticky. Even when you factor in the girth of this boat, it's a weird vibe. The acceleration is respectable, but it does take awhile to dial up all this power. Once moving though, it's a locomotive. The stop/start is a nice feature in my book, too.
This is one of the most commanding views of the road available in a light-duty vehicle. The steering is surprisingly nimble for such a large ute, and it handles well in turns and at speed on the expressway. It's confident and comfortable over all roads, too.
What I like most about the Escalade is it makes a statement. The chrome wheels are blinding. The headlights have so many parts and bulbs they look like Christmas tree lights. The side vents and (even) more door chrome are striking. The Escalade makes no apologies for what it is, and I think it's one of the best there is at its job. The hybrid element--that's fine too; fuel economy is important, and this beast appears to have respectable chops in that department. But I'll just take the big V8 by itself.
EXECUTIVE EDITOR--AUTOWEEK.COM BOB GRITZINGER: I've often been critical of the brake feel and hybrid powertrain on and off "rolling wave" electric-motor feel, but in this Escalade I have no complaints. I can see where an initial light touch on the brake might not get much result, but it is a nearly three-ton vehicle, so I guess I didn't expect impressive brake performance. I am usually much more concerned about the grabby and inconsistent feel of regenerative braking, but this Escalade seems to suffer from none of that. The brakes simply increase stopping power the harder you push the pedal--that's usually what I expect from brakes.
On the other side of the equation, and again keeping this vehicle's heft in mind, I thought the big ute was fairly quick getting to speed, with the electric motors whirring in tandem with the high-revving V8 to produce supercharged V8 sounds and results. I was particularly intrigued by how long the transmission held a lower gear at redline as the big yacht got moving from a stop, or even under heavy pedal on an on-ramp or in passing maneuvers. That's a strong engine/motor/trans combo there. It'd be really wicked in something like a Camaro.
While I'd be the first to say that someone who can afford a $90,000 Escalade hardly needs to worry about fuel economy, and furthermore, hardly needs to worry about having four-wheel drive, both were winners for my weekend work. The hybrid drivetrain gave the vehicle far more range than I would have expected in a regular Escalade, allowing me to travel longer distances without worrying about gas stops. And the four-wheel drive, and especially the low-lock mode, came in quite handy with the going got muddy in the two-track trail back to my hunting spot. Never a worry once I engaged that system, which also automatically turns off Stabilitrak so you don't have to worry about losing momentum by having the power cut out because of the inevitable sideways slide in slick conditions.
The 22-inch wheels and tires wouldn't be my choice for the kind of use I'd put a vehicle like this to, but then I'd be more likely to go a grade down to a Suburban or a pickup truck to get a lot of the same hardware without all the bling.
Dang nice truck, though.
COPY EDITOR CYNTHIA L. OROSCO-WRIGHT: This Escalade seems to be a contradiction in terms. Yes, you have the Cadillac luxury and comforts and bells and whistles, but you also have a large barge--with hybrid badges all over. Don't people who buy Escalades buy them for the wow factor, the bling factor, because they want to say and show that they own something big and beautiful? Do people who buy these types of vehicles really care, or have to care, about saving money at the pump? I think not.
All of that aside, this Escalade is indeed a nice vehicle. The high driver's position is great to navigating, the four offers decent power and the stop/start system is not overly sensitive. The brakes, though, are another story and don't elicit much confidence in their stopping power. You have to mash pretty far down on the pedal to get the big ute to stop. Thankfully I didn't have to make any sudden stops.
The interior is well appointed, the seats are comfortable and there is lots of space to stash stuff. The materials are all quality and the trim is beautiful. The second row appears to provide decent room, but not the third row. I liked the power liftgate, but when it opened, I noticed the third row of seats folded down but taking up almost all of the cargo space. I picked up a very large box after work and had to hike it up on top of the folded seats because it didn't fit behind them. For nearly $90,000, could Cadillac really not make these seats fold into the floor?
If the statement you want to make is I care about the environment but I want to be flashy while doing it, maybe this Escalade is your ride. But after having driven our very lovely and strong new long-term Infiniti QX56, I would pocket nearly $20,000 and go for the QX and get right about the same numbers in fuel economy.
2011 Cadillac Escalade Platinum Hybrid
Base Price: $89,090
As-Tested Price: $89,090
Drivetrain: 6.0-liter V8 hybrid; 4WD, four-speed automatic
Output: 332 hp @ 4,100 rpm, 367 lb-ft @ 5,100 rpm
Curb Weight: 5,879 lb
The Jaguar C-X75 is a concept car that celebrates 75 years of the Jaguar name in the form of a range-extended electric two-seater supercar. It showcases a futuristic propulsion system cloaked in a sleek aluminum chassis inspired by the shape of the 1966 XJ13 Le Mans prototype.
Running in zero-tailpipe-emissions mode solely on battery power, the plug-in-capable C-X75 has a range of 68 miles. A quartet of 145-kilowatt (195-hp) electric motors (one per wheel) provides the C-X75 with 780 hp and 1,180 lb-ft of torque, as well as a torque-vectoring all-wheel drive to put it securely to the pavement. What separates the Jaguar from other electric-driven vehicles is a pair of microsized gas turbines, mounted amidships below a glass panel, which spin at 80,000 rpm to generate 140 kilowatts (188 hp) to charge the batteries, giving the C-X75 an extended range of 560 miles. Or choose track mode to switch the turbines' output to "boost." Jaguar estimates that the 2,975-pound two-seater can zap from 0 to 62 mph in 3.4 seconds and reach a top speed of 205 mph.
Air management is a key factor, in terms of both supplying high-speed grip and feeding the air-gulping turbines, as evidenced by an underbody Venturi, deeply sculpted side scoops and a massive carbon-fiber rear diffuser.
What is it like to drive?
Our drive of the C-X75 took place only six weeks after the car's sensational debut at the Paris motor show and just before its North American premiere at the Los Angeles auto show. Appropriately, we got to sample this "jet-propelled" beauty next to a runway at the Santa Monica Airport.
The lightweight "butterfly-style" door glides up and out, providing a fairly large entryway into the futuristic, leather-lined cockpit. A wide sill requires that you perch on the edge of the seat, then pull your legs in, but there are no ingress-egress contortions like those required by a Lamborghini.
The lounge-chair-style seating is molded into the back wall of the cabin and incorporates aluminum handles in the center of the lower seat section that mimic the seat-ejector pulls of fighter jets and are used to open the doors. While the seats are fixed, the steering wheel and instrument pod slide back and forth according to driver preference, as do the unique open-frame polished-aluminum brake and accelerator pedals. Micromesh door panels contribute to the open feeling of the cabin. Behind them resides a "floating" honeycomb array of tiny Bowers & Wilkins audio speakers.
Despite the low silhouette of the roofline, vision forward and to the sides is surprisingly good.
As purely a concept and show car, the C-X75 is far more virtual than reality. Consequently, our test drive was run solely on battery power and at more of a creep than a leap into the future. For a concept car, the fit, finish, and overall workmanship were first-rate.
Do I want one?
Even if you want one, Jaguar says it has no plans to build the C-X75. But it's a good bet that some of the technology and materials employed will show up sooner or later in production Jags. The multifuel capability of the microturbines makes them an exciting power source of the future. Of course, the stunning shape of the aluminum chassis would look just as alluring draped around a conventional engine.
Jaguar C-X75
Price: $300,000-$500,000 (est)
Available: No current plans
Layout: Two-passenger, mid-engine, all-wheel-drive coupe
Drivetrain: Twin turbines (195 hp), four electric motors (780 hp); direct drive
Weight: 2,975 lb
