‘Not only does Zasada – I’m pleased to see the almost obligatory ‘z’ in his Polish surname – manage to combine the possibly paradoxical careers of being an economist and rally driver, he first does this in Poland in the early 1950s, grimly bleak times in then then Soviet-controlled country, which was struggling hard to recover from the devastation of World War 2.

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‘Pragmatically having taken a logical sideways step in his career – financial survival clearly the imperative – in 1967 Zasada owned a four-person auto repair shop in Krakow, the beautiful former Polish capital in the south of the country; and an apt occupation choice – know your material, as any work guru will advise. That year, driving a Porsche factory-loaned 912, with the Polish plate 6177 KR, Zasada captured the European Rally Championship for Group 1 series touring cars.

‘By the late 1990s, by which time the Iron Curtain had fallen and Poland was an independent nation once again, Zasada was one of the most successful businessmen in his country. In 1996 Reuters reported that his Polish automotive group Sobieslaw Zasada Centrum SA had launched the construction of Mercedes’ Vito mini-vans. The launch marked the first production license that Mercedes-Benz had granted in eastern Europe. By that time Zasada controlled two utility car factories and several automotive parts plants.

‘At Beverly Hills Car Club we may not have a 1967 Porsche 912, but we have a beauty from 1969, a long wheel base Porsche 912 Coupe with matching numbers in its factory color code #6803 Ossi Blue with a black interior. This 912 Coupe comes equipped with a 5-speed manual transmission, dual carburetors Porsche hub caps, 4-wheel disc brakes. This is a gorgeous colors combination air-cooled Porsche 912 that is mechanically sound.

‘It is also the most desirable spec of the 912: the long wheel base version was manufactured only in the final year of production. To improve handling without penalizing ride, the rear wheels of the long wheel base version were moved back by 2.5 inches, with no change in overall vehicle length. Another distinctive body change for 1969 was the addition of wider wheel flares added to the side of the body, which could accommodate wheels as wide as 6 inches.

‘In 1963, Porsche endeavored to oversee design and construction of a new horizontally-opposed four-cylinder engine for the 902, utilizing components from the new 901 six-cylinder engine; this, it was at first thought, would produce higher performance than their 356SC engine, and be less costly and complex than their Carrera 2 engine.

‘You can’t help wondering what would have happened if Porsche had put their new car project in the hands of Sobieslaw Zasada and his four-person auto-repair shop in Krakow. That would have been something, you can guarantee.

‘As it was, Road & Track magazine was most impressed at the end of 1966 when the 912 launched. ‘The 912E will obviously find favor with those who prefer a slightly more practical and tractable Porsche,’ it wrote. ‘It’s a car with almost all the sporting virtues of the more expensive 911S, yet its simpler pushrod 4-cyl. engine should make for better fuel economy and less expensive maintenance than the 911’s six…The fittings are simpler in this model although in terms of materials, trim and finishing the 912E is of high Porsche quality…The 912E is comfortable where the Carrera is harsh, rational where the Carrera is excessive.’

‘Road and Track also loved the Porsche 912’s 11.3-second 0-60 mph time and 115-mph top speed. Who wouldn’t in such a lovely motor-car?

‘Especially if you’re rally-driving it at the age of 91!

-Alex Manos, Owner