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GREAT PRETENDER OFFERS ADVICE ON CHOOSING A CONCOURS

Perhaps it's just my imagination but I'm getting the impression that more and more concours d'elegance are being added to the calendar each year. Is this a good thing? Yes, in a way, for it means that people all over America, who otherwise might never see a great classic car, are being exposed to these rare and exquisite beauties. Those same folks wouldn't travel halfway across the country to attend a concours but if there happened to be one within a hundred miles and it's properly promoted, they might make the effort.

On the other hand, in spite of the popularity of the collector car hobby and the number of restored survivors from almost any era, we may be reaching a point where concours organisers begin competing against each other for important entrants. Much as car owners enjoy showing their vehicles and seek to win prizes for best in show, there is a limit to how many they can attend without stretching personal schedules and even budgets. And that forces them to make choices which may not be in an organiser's best interest.

What made me think about this was a conversation I had the other day with a fellow enthusiast who owns a 3-year-old Shelby GT500 and pours a considerable amount of money into performance and aesthetic upgrades. Chris' area of interest revolves around this and similar cars and though he's aware of collector cars and likes them, my friend had no exposure to the great classics of the 20's and 30's until he saw one being auctioned during Barrett-Jackson's Scottsdale TV coverage. It was, literally, an eye-opener, and led him to ask me about those "concoors" and how he might get to attend one.

We began by discussing Pebble Beach but our conversation soon focused on other locations and he was quickly overwhelmed by the number of possibilities (as was I). In California alone there are, in 2012, at least seventeen concours worth seeing. We live in the Pacific Northwest so California, which has more classic cars than anywhere in America, is an obvious destination. As well, my friend is an avid golfer and several locations have notable courses nearby.

Now here's the funny, or sad, truth about me as an expert on concours d'elegance. When Chris asked how many I'd actually attended I was forced to admit, "just three... Pebble Beach, Kirkland (Washington), and Palm Springs." That's it, folks. Dozens of car shows and other events in Canada, the US, and England but only three concours. Through most of my adult life I was too busy working and when I finally retired to write about classic cars I could no longer afford the journeys.

I'm still undecided about which to recommend to Chris as his first concours, although the Palo Alto Concours d'Elegance next September 16 (see above, and click on this link) is a serious contender. An outstanding show amid magnificent surroundings and this year featuring "French Curves," those sensuous, curvaceous French beauties of the pre-war era. Think of it as the Moulin Rouge with cars instead of dancers. As for me, I intend to get around more in the future and would love to combine a concours with a special "railfan" event, for I enjoy vintage trains as much as I love classic cars. And two-for-one would be a lot easier on my travel budget.

IN PRAISE OF THE STRAIGHT-8 ENGINE

Let's kick off the new year with a few kind words on behalf of the 8-cylinder inline engine, shall we? During the 1930s and into the 40s it was the one to have if you couldn't afford a V-12 or an even more costly V-16. Indeed some straight-8's produced enough power to drive that era's muscle cars; fast sedans, coupes and convertibles that were middle-class-affordable. All were respected for their smoothness and straightforward design.

No doubt some of our viewers will disagree with such praise, especially fans of Henry Ford's V-8, the old lion having gone directly from four to eight because he disliked sixes. Others may feel the straight-8 is a dinosaur that barely merits a mention in any discussion. I think it's one of the most aesthetic, smoothest-running engines ever devised and I may not be alone in that opinion. A few years ago Ford presented a concept car at the Detroit show that featured an inline-8 mounted east-west and working a front-wheel-drive transmission. It was, of course, a dummy engine that never would have been produced, but at least showed there were some in Ford who longed to bring back the straight-eight.

Consider, for example, the Buick Century of 1936 to 1942. In theory the first models could achieve 100 mph, that being the reason for the model name, though the actual top speed at GM's proving grounds was 95.6. (In those years, remember, 100 mph was a magic number, when kids would peek at a speedometer and if "100" was imprinted on the instrument, would actually believe the car could go that fast.) Each year the Century's power was increased until in 1942 it was delivering 165 bhp, more than enough to top the "century" mark.

Buick had a serious competitor from Hudson, dubbed the Essex-Terraplane Eight. When the 1933 model was introduced it had morphed from a six, a refinement of Hudson's straight-8 and a serious competitor for Ford's V-8. With 94 bhp and a relatively light weight it could beat the Ford V-8 to 60 mph by 2.4 seconds. Top speed was 83.0 mph vs. the V-8 Ford's 81.8 mph. Graham (another marque gone to the history bins) had a Special Eight available in 1934 with a supercharger. In 1935 Cannonball Baker piloted a supercharged Custom Eight from coast-to-coast in four days and 5.5 hours. No Interstates in those days, friends; his record remained unbroken for 41 years.

Most marques from GM and Chrysler used straight-8's before and immediately after WW2, as did Studebaker and Nash. It's important to note, however, that only upmarket models featured an overhead valve design, the Buick Century being a good example. At the luxury end of the market straight 8's with twin-overhead-cams were used to provide maximum performance. Among the finest were those from Duesenberg, Bugatti (photo at top), Isotta-Fraschini, Auburn, Stutz, and Alfa Romeo. Mercedes-Benz would create the last notable straight-8 racing cars in 1955, with the championship-winning W196 Formula One racing car and the 300SLR sports racer.

Eventually auto manufacturers preferred the compact, sturdier layout of a V-8, where ample power could be produced without expensive overhead-cams, although today multi-valve twin-cams are standard in everyday fours and sixes, plus a diminishing number of V-8's, which shows just how far technology has advanced. Nevertheless the straight-8 will always be appreciated for its simplicity, smoothness, and rather elegant appearance.

You can read more about the straight-8 and its history in this Wikipedia article.

THE MULLIN MUSEUM, AN HOMAGE TO ART DECO AND FRENCH CAR DESIGN

An article in the New York Times Wheels newsletter drew my attention to the magnificent Mullin Automotive Museum in Oxnard, California. The Times article explains that "Rétromobile, the annual collector car show held in Paris in early February, this year will feature 10 significant French cars from the Mullin Automotive Museum in Oxnard, Calif., many of them having not been exhibited in France since they were new." That comment prompted me to view the Museum's Web site for a better look. Now I'm declaring that some day I must visit live and in person. And it's not just about the cars.

Mr. Mullin is a fan of art deco design and the machine age – eras that produced exquisite art and magnificent automobiles. The building was previously owned by newspaperman Otis Chandler who once housed a  collection of vintage automobiles and motorcycles in what is now the revamped museum structure.  After Mr. Chandler’s death in 2006, Mr. Mullin acquired the property, then called “The Vintage,” and began an extensive remodeling. The structure includes a solar photovoltaic roof system to capture energy and a planted "green" roof, making the building less dependent on traditional sources of power.

Peter Mullin also loves the curvaceous lines of classic French cars from the 1930s and has collected rare examples of the finest, from Bugatti to Voisin to Delahaye, as well as significant  and representative decorative art from this same period. The museum includes no less than 30 Bugattis, including several from the once-secretive Schlumpf collection in France.

The interior of the Mullin Museum is alone worthy of a visit. It's a two-story structure, and when the main floor exhibit is viewed from the balconies above it resembles a period Paris Auto Show, complete with car manufacturer's signage. All the furnishings are designed in art deco style, as is the architectural detailing and what appears in the photo to be an elegant bar. If I'm wrong about the latter it's only because I've yet to see it in person, but the Mullin Museum has now soared to the top of my list of great car places that I absolutely must visit.

[Photos: Mullin Automotive Museum]

COULD THIS BE THE GREATEST PEBBLE BEACH EVER?

It seems absurdly early to be writing about the 2012 Pebble Beach Concours d'Elegance. Roughly nine months as I write this. But there are two reasons why I'm willing to promote the event for the benefit of our viewers. First, because securing affordable accommodation is all but impossible if you wait until summer. One could even say that "securing affordable accommodation" can't be done at any time but perhaps, with advance planning, you might get lucky.

The second reason is that, having read the list of planned features and classes, I'd say that the 2012 concours is shaping up to be one of the most spectacular  in Pebble Beach history. The featured marques will include Maharaja Cars, plus the marques of Mercer and Fiat. Special classes will recognize Saoutchik Coachwork, AC and AC Cobra, Sport Customs, and German motorcycles.

I'm not sure how the organisers plan to find enough "Maharaja Cars" for the show, even allowing for the fact that more than a few Indian maharajas ordered customised luxury cars from the likes of Rolls-Royce, Hispano-Suiza, Isotta-Fraschini, and others. A few years ago I wrote a piece for another Web site about a maharaja who had a collection of some thirty rare classics, all of which were kept in perfect running order. He was in the habit of sipping his morning coffee from a balcony while a chauffeur would perform drive-pasts in whatever cars the master chose for his entertainment. One wonders if he still does this and if any of the cars will make it to California.

More realistically, it happens that over the years several maharajah cars have been sold or auctioned to private owners outside India (no longer allowed as the country takes steps to keep its treasures), and it is probably from that group that Pebble Beach expects to attract entrants.

But if the cars of India aren't enough to entice you, the class for Saoutchik Coachwork should do it. Saoutchik was one of the most creative and most flamboyant of prewar designer-builders, whose bodies were often stunningly beautiful. To see just one is an experience. To see multiple examples will have you shaking your head in amazement.

I'll be looking forward to the AC and AC Cobra class, for even though Cobras are frequently seen at concours, the AC cars from which they were derived are not and I think show goers will be surprised at the variety of sporting cars that came from this small UK company, which dates back to 1911. Along with some older examples we may see the sleek Greyhound sedan, the Aceca coupe version of the Ace roadster (the latter including three different inline 6-cylinder engines), perhaps a 1971 AC Frua and, who knows, maybe even one of the 3-wheeled "invalid" cars it produced so handicapped folks could keep mobile. Somehow I doubt that any of the twenty-eight streamlined Southend railway cars it produced in 1949 will make it to Pebble Beach.

Add to this the classes for Fiat and Mercer and you have the potential for an unforgettable Pebble Beach experience. If you own a car that fits the above you should get in touch with the organisers now. If you're intimidated by those Monterey room prices, now's the time to look for deals. If you find one, let me know.

A SENTIMENTAL JOURNEY WITH THE LONDON TO BRIGHTON RUN

Here I go, being sentimental again, but after all, we romanticists do contribute something useful to this world, don't we? Or perhaps our emotions simply  work overtime. In writing this blog about the annual, and long-running, London to Brighton run for veteran automobiles, my mind immediately returned to 1970 when I was working for an American ad agency in London; a Canadian transferred from New York.

At the time, though interested in the classics, I had difficulty relating to the veteran models, which in no way resembled modern cars. Nevertheless I departed our west end flat on a drizzly morning (what else in November London?), and rode the underground to the start in Hyde Park. What I saw there left me astonished as a long line of antique automobiles, some built in the 19th century, waited their turn to depart. The drivers and passengers were bundled up for the weather, not in fashionable Burberry coats, but in outfits identical to those worn decades ago. Some were carrying wicker picnic baskets of food and drink, as they might have in Victorian times. And no one seemed in the least bothered by the rain. Except me. After watching a couple of dozen cars depart and still unsure of the relevance of it all, I returned to a warm home and a welcome cup of hot English tea.

Decades later and just a tiny bit wiser, I now realise what a fool I was not to have spent at least an hour chatting with the owners. I'd have learned much about veteran automobiles and come away with a deeper appreciation of both the vehicles and the event. And that brings me to this year's London to Brighton, and to three cars that Bonhams is auctioning on the eve of the Run, having secured an entry, thus assuring the new owners an opportunity to participate. Mind you, it doesn't give them much time to learn how to manage those ancient vehicles, which can't be easy. Those who complete the entire run from London to Brighton will, however, be rewarded with a well deserved bowl of hearty chilli con carne and mulled wine provided by Bonhams.

Oldest car in the sale is a 113-year-old 1898 Fisson 8hp Twin-Cylinder Six-seat Wagonette, believed to be the only surviving Panhard-style Fisson. Almost as old is a 112-year-old 1899 Panhard-Levassor Type M2F 6hp Wagonette. The French firm was responsible for developing the Système Panhard, essentially the layout of the modern motorcar, and the Type M2F 6hp Wagonette is an excellent example. The third car up for auction and entered into the Run is the rare 1902 Deckert 8hp two-seater seen above.

The London to Brighton Veteran Car Run was first held in 1896 and today is the world’s longest-running motoring rally. The event, which drew an amazing 500,000 spectators last year, takes place on Sunday the 6th of November, with the first (and oldest) cars leaving Hyde Park at sunrise. And by the way, this is no sightseeing tour. Some of the cars can barely make it up the hills and will struggle to reach the finish line. Technical skill and knowledge is needed in case of a breakdown. And the weather can be cool and damp. Nevertheless I'd truly love to be there, riding along as a passenger. I'd be turning the clock back and getting it right this time.

[Photo: Bonhams]

FANTASY COLLECTION ADDS JAGUAR MK IX, ASTON-MARTIN, FACEL-VEGA

I'm a fantasy collector. Girls? Yes. A townhouse in London and New York? Yes. A luxury power yacht moored stern-first at Monaco's harbour next to the F1 race circuit? Yes. Classic cars? Absolutely. The reason they remain fantasies? At my age the girls run faster than me and back in the days when they rarely did I blew whatever money I made on... girls, cars, and a 21' SeaRay moored stern-first in Toronto harbour. Too late for regrets.

But whenever I spot a vehicle for sale that I'd love to own, I add it to my fantasy collection in my fantasy museum. This week there are three, one being sold privately and two at a European auction.

The car I'd most like to add to my collection is not the rarest nor most expensive. But it's probably the most practical for occasional use and appeals to my love of Jaguar automobiles. It's a 1960 Jaguar Mark IX sedan, or "saloon" as the Brits call them. The Mark IX was the last of a series that began soon after WW2 ended (with the Mark VII) in which hints of pre-war styling could still be seen, even though the DOHC six under the hood was the same engine that won five LeMans 24-hour races. The Mark X that followed brought Jaguar sedans into the modern era though it was, in my opinion, too bulky to be beautiful.

The Mark IX seen above appears on Hemmings.com "find of the day" and has been owned by the same person for 34 years. He eventually did a complete frame-on restoration and won a number of concours trophies. No trailer queen, it has been on a 1,000-mile annual road tour for the last 5 years "with no issues."

From here we go to Paris. And what better excuse than an auction where a number of desireable classics will go on the block. I'm talking of Artcurial's season ending event, where a left-hand-drive 1955 Aston Martin DB 2/4 MkII convertible will be sold for an estimated 160,000 - 220,000 euros. This car appeals to me because it represents Aston-Martin when I first got to know the marque. A few years later I had an opportunity to buy a similar coupe for a very reasonable price but was put off by a test drive. Accustomed to the lightness and handling of a Porsche, I found the Aston to be heavy and less responsive. If only I knew then what I know now!

Perhaps the Facel-Vega would suit me better. I was always entranced by Facel's styling, which was applied with equal talent to both Vegas, the smaller, Volvo-powered car and the larger Chrysler hemi-powered tourer. Facel was a maker of automobiles intended for "grand touring" when GT actually meant something, especially if you were driving from Northern Europe to your Swiss ski chalet or your Riviera villa. The firm never made its own powertrains, turning instead to Volvo and Chrysler. This 1963 Facel-Vega will sell for an estimated 80,000 – 120,000 euros.

Even with fantasy euros burning a hole in my pocket, I'll have happy dreams. Meanwhile those who live in the real world can make an offer for the Jaguar MK IX or travel to Paris to bid on the Aston-Martin or the Facel-Vega, via ClassicDriver.com.

YOU CAN OWN THE WORLD'S OLDEST CAR. BUT "STILL RUNNING" TRUMPS A FULL HOUSE

This may seem a strange comment on a forthcoming auction but I find myself hoping that Jay Leno bids on the 1884 De Dion Bouton et Trepardoux Dos-A-Dos Steam Runabout being offered by RM at Hershey on Friday, October 7, 2011. This extraordinary vehicle is the world's oldest car still running and... it is powered by steam. I'd prefer Leno as the owner because he appreciates steam power and because he will actually drive the car rather than tuck it away in a museum where no one is allowed until the words "Open Sesame" are uttered.

Personally, although I love the streamline and art deco era and, like most people, have a special affection for certain cars I once owned, I've always been fascinated by the earliest automobiles, even if they bear little resemblance to what we now think of as a car. Those were truly inventive years when innovators raised on bicycles and horse-drawn vehicles found ways of hitching electricity or steam to two, three, or four wheels.

As pioneers like Karl Benz and Gottlieb Daimler struggled to tame the internal combustion engine, the proponents of steam were already on the move. When the young Comte de Dion stopped at the Giroux toy shop on Paris’s Boulevard des Italiens in December 1881, he was looking for toys to give as prizes at a ball he was planning. But he was intrigued by the quality of the workmanship of a model steam engine and asked who had built it. Directed to the workshop out back, he found Georges Bouton and Charles-Armand Trepardoux, building model boats and steam engines and scientific instruments. De Dion offered 10 francs a day and asked them to build a full-size engine.

De Dion’s little quadricycle can now claim to be the first family car, despite its arcane power source. What makes it different from road-going locomotives dating back to Cugnot’s 1770 tractor is its sophisticated boiler, which can be steamed in 45 minutes. Only nine feet long it nevertheless has four wheels, seats four, and can be driven by one person – just like a modern car.

The "oldest running car in the world" competed in four London-to-Brighton runs. Awards won by “La Marquise” include the 1991 UK National Steam Heritage Premier Award for Restoration and Preservation, a double award at Pebble Beach in 1997 (winning the U1 steam class and the Automobile Quarterly Historian’s Trophy), class winner of Pre-Century Steam Cars at Goodwood in 1999, and honored at the 1996 Louis Vuitton Concours at the Royal Hurlingham Club in London in 1996.

RM quotes an estimate exceeding $2.5 million. Go smoke 'em, Jay!

[Added Oct 08: The De Dion Bouton et Trepardoux sold for $4.62 million.]

CONCOURS PRESENTS 1938 PACKARD AS OFFICIAL MODEL

Because model cars are about what's old it's always fascinating to discover what's new. Thus I was delighted to learn that a major concours d'elegance combined with a retailer to present an official model for its annual event. The Glenmoor Gathering has selected Automodello's 1938 Packard Twelve Convertible Victoria, in Ivory White. Exquisitely detailed in 1:43 scale this elegant Packard is priced at $94.95 from Diecasm.

And therein lies another tale. Diecasm brings collectors and enthusiasts of replica model vehicles together with nonprofit organizations. When you make a purchase a portion of that price goes to a worthy nonprofit of your choice. You get the fun of adding to your model car collection while others more needy get the benefit of your contribution. A win/win way of doing business.

While perusing the Diecasm site I found another model I'd love to own, for nothing on four wheels was ever as romantic as the Delahaye 135 Figoni et Falaschi Grand Sport.

The auto bodies of Figoni et Falaschi were fluid, aerodynamic (for the period), and extravagant. Figoni's partner Ovidio Falaschi described it this way: "We really were true couturiers of automotive coachwork, dressing and undressing a chassis one, two, and three times and even more before arriving at the definitive line we wanted to give to a specific chassis-coachwork ensemble."

The maker of this model, "Spark," is new to me but I'd happily part with a mere $64.95 for the privilege of adding the Delahaye to my small but growing collection. If only I had the space!

CARS OF YESTERDAY AND TODAY COMBINE FOR A VAN DUSEN DAY

It was one of those weekends when things didn't quite go as intended. My mission was to report on Vancouver's inaugural Luxury + Supercar Weekend at VanDusen Botanical Garden. The journey began well enough, with perfect temperatures and a sun-filled sky making the hour-and-a-half trip across Georgia Strait on BC Ferries a pleasant enough journey. But when Paul Enock and I arrived for media day I was the only automobile journalist on the lawns. A slight misunderstanding and nobody's fault. Unfortunately Paul wasn't available to chauffeur me around on Saturday and Sunday so I missed seeing the show in all its glory.

Nevertheless many of the cars were in place on Friday, which meant that one could take photos without the usual crowds getting in the way. Obviously I was attracted to the classics but couldn't help but be drawn to the supercars. In spite of the Ferraris, Maseratis, Lamborghinis and Bugattis in attendance the star of the show was surely the McLaren MP4-12C (above). It is one of only three in the world, so Vancouver was among the privileged. That Volcanic Orange paint job is even more spectacular in person and the styling is perfect, thanks to something most such cars lack: it's called restraint.

Turning to the classics, we were privileged to see an extremely rare 1938 Peugeot Darl’mat coupe. Taking note of its unusual design you might find the styling rather extreme but look at it this way: The Darl’mat was a supercar of its era, just like the McLaren is now. Here's a summary of what Nigel Matthews wrote in his Vancouver Province article: "Emile Darl’mat was one of Peugeot’s most successful dealers during the 1930s... his dealership was located in Paris and is still there today. Darl’mat spent a lot of time tinkering and tuning Peugeot engines in his quest to obtain additional horsepower. In 1938 he teamed with coachbuilder Marcel Pourtout to produce a custom Peugeot. Paulin’s design featured a very slim and low body with separate front and rear fenders. Art Deco side vents were fitted to both sides of the engine compartment. Other features include its long radiator grille and heart-shaped rear license plate frame and cats-eye back windows."

Decades later Volvo, in its second attempt at producing a sports car, gave us the exquisite P1800 coupe. Irv Gordon has driven his (not the car in the photo) close to 3-million miles with no major repairs, proving that if you take care of an automobile and treat it as though she was your mistress, there's no limit to how far you can go. Frankly I can't imagine driving a million miles in any vehicle but my long ago memories of the P1800 involve, as a car magazine editor, a test drive in which I loved the car though not the notchy gearchange.

Parked almost unnoticed on Friday was this exquisite Alfa Romeo Montreal coupe. I hadn't seen one since it was a concept car at Expo 67 in Montreal. The first production car was shown at the 1970 Geneva Show and was quite different from the original, using a 2593 cc 90° dry-sump V-8 engine with fuel injection that produced around 197 hp, coupled to a five-speed ZF gearbox and a limited-slip differential.

Any classic Rolls-Royce is enough to get your attention but four, lined up in order of model year? The car closest to the camera is also the oldest Rolls-Royce in Canada, a 1911 Silver Ghost. Surrounded as they were by cars that could easily exceed twice or even three-times the speed limit, these classics may have been mere curiosities for most of the spectators. Not so for anyone who appreciates automobile history. The organisers should be applauded for bringing us this extraordinary collection.

The day after I began writing this blog I received an e-mail from Nigel, telling me how successful the public days were and leaving me even more regretful that I'd missed out on the fun. He also sent the photos you see below. Come next year...

Not one, but two 1930 Lagondas. The two-tone car is a V-12 Rapide with the LeMans Engine

Maserati showed both new and old, including a 1961 3500 GT and a 1974 Bora

The $2.2 million (before taxes!) Bugatti Veyron Grand Sport

Choose your Ferrari. You can have any colour you want as long as it's red

A 1912 Detroit Electric, the second-oldest vehicle on display, symbolic of both the past and the future and a car I find absolutely fascinating. I'd love to drive one...

Toyota made just 337 2000 GT Coupes. The white convertible we admired in a James Bond movie was even rarer, for it was one-of-a-kind. Apparently Sean Connery was too tall for the coupe so they chopped the roof, making it possible for him to hop in and out easily.

For an in-depth look at the show and the class winners, simply click on this link.

 

 

VOISIN AERODYNE SURPRISE WINNER AT PEBBLE BEACH

The 2011 Pebble Beach Concours d'Elegance judges named a most unusual car as Best of Show, but the 1934 Voisin C-25 Aerodyne certainly was a deserving champion. While we may have seen more beautiful and more elegant winners in the past, this Voisin (actually any Voisin) is totally unique, not just another great classic but a truly innovative automobile. Gabriel Voisin was deeply involved in aircraft design and when he turned to building cars he brought with him some of the same engineering concepts.

"The Voisin is a four-door closed car, so it's actually an unexpected winner,” said Concours Chairman Sandra Button. "However, the car’s remarkable attention to detail brought it forward during judging and it became a real crowd pleaser. The Voisin automobiles are always influenced by the fact that Gabriel Voisin came from the world of aviation. There was so much craftsmanship in everything he put together. For Voisin, form follows function, and this car features an amazing, interesting upholstery and interior."

Owner Peter Mullin, an avowed French car collector, said "winning with the Voisin is the most special, significant, rewarding thing that’s ever happened to me… outside of marrying my wife (and the Voisin’s co-owner) Merle. There’s nothing like the Voisin interior. You can’t print the fabric in this car; you have to loom it. This interior is going to last a long time." It's the first Pebble Beach Concours Best of Show win for Mullin in 27 appearances at the annual event. Competitors came from 30 states, the District of Columbia, 14 countries and the principality of Monaco.

[Photo: © 2011 by Kimball Studios/Courtesy of the Pebble Beach Concours d’Elegance]