In just over 40 years as a small, hand-built automobile manufacturer,Lamborghini has produced not quite 10,000 automobiles.By these standards, even Ferrari must be considered a mass-producer. They define the very archetype of an exotic car. Whispering the names Miura, Diablo, and the immortal Countach are sure to elicit expressions of desire from the most seasoned enthusiasts.

Until recently, only a very select few could experience the reality behind the dream. The dramatic and speculative increase in exotic car prices in the late 1980s placed these cars in the hands of the priveleged few. The Countach - easily the most recognized and exotic model of the marquee - sold in the vicinity of a quarter million dollars (US) in 1989. However, since the crash of the exotic car market in the early 90s, the price of Lamborghini and Ferrari has fallen .

Judging by the availability of these cars and the asking price published in a variety of sources, the market for a number of recognized models appears to have reached its lowest point over the last year. If you've ever wanted to experience the most exclusive sports car ever produced, now is the time to 'invest'.

The sleek ,black1985 Countach 5000S with black 'n' white leather interior, is the third model in a series of 5 in the Countach line. According to a number of sources, this was one of 193 5000S models made between 1982 and 1985 (Countach production figures are a matter of some debate; Lamborghini did not keep precise records). It is one of the last dozen produced, a favorable condition since Lamborghini made continual modifications and improvements during its production run .

The 5000S includes an uprated engine displacement to 4.8L, principally to meet more stringent emissions requirements and to improve fuel economy (about 14 mpg in mostly highway driving). This model was the last with an imposing set of 6 Weber side-draft carburetors, as subsequent models entered the modern age of fuel injection and the now-common 4 valves per cylinder (certain European models retained carburetors, but switched to down-draft units to accommodate the new engine heads). Power in the 5000S is up slightly (to 375 HP) from the 4000S model, with a significant improvement to the torque range . The classic Italian race-bred V12 engine pulls strongly down to 2000 rpm, and really comes online from 4000 rpm to the 8000 rpm redline.

Whilst we're at it, let us dispell a few myths .For starters, the car is very well built- even superior to the Ferraris I've owned. The Countach is rock-solid, without annoying shake or rattle. The doors are a marvel of engineering as they rise vertically from low, angular frames.

The interior feels eerily close to an aircraft cockpit. The ergonomics are classic Italian: long arms and short legs. Close your eyes and let your right hand slide from the steering wheel: you hit the short, stout shifter every time. A potential problemis the low roof line . At 5 10", I have to squat low in the seat with my knees bent on either side of the wheel in order to fit during racing. Tall drivers need not apply.

Whilst driving, the two most impressive handling features are impeccable steering and exceptional brakes. The Countach steering is precise beyond words. It is the first car I've ever driven without slop or hunting.Body roll is minimal, though strangely, there is a bit more lift and dive under hard braking or acceleration than you might expect giving the side-to-side rigidity during cornering.

Ferraris from the same era (such as the 308) need constant adjustment to keep on-center. The Countach is the only car which holds its heading without the slightest movement of the wheel. The steering is heavy at slow speeds (no power assist), but is moderately light once you're moving. The Countach steering transmits precise information about front-wheel grip to the wheel, but with only slight kickback over bumps and other imperfections. The car is neutral at moderate speed, with progressively more understeer at slower speeds. The Countach is sensitive to lift-throttle oversteer, and I don't yet have the courage to push it through the sweepers to the limits of its ability.

The brakes are racing-car caliber. On the race-track the brakes are very linear and progressive with no fade. Impending lockup is easily sensed and corrected. Brake balance seemed just a touch off with the fronts locking up consistently. This may be a tuning issue with the modern Pirelli P-Zeros tires I installed, a grippier tyre than was available at the time of the cars manufacture.

Looking at the car you would think that visibilty would be poor. But looks are deceiving. Visibility is excellent to the front, adequate to the sides, and poor but not blind to the rear. The wing doesn't obstruct the rear view. The rear quarters, require a fellow passenger to glance out of the right-side whilst driving in heavy traffic. It doesnt help that many drivers like to hug behind the car in order to inspect it and hide in the blind spots. Two tiny, concave mirrors on the outside corners of the side mirrors have done wonders to indicate the presence of obstacles in the blind spots.

Overall headaches:restricted visibility, backing up, and the most intimidating aspect of all, the phenomenal clutch which my wife refers to as the "Thighmaster". I haven't measured, but would guess that it takes about 60-80 pounds to activate. If you're used to the feather-light, no-adjustment miracle of the modern clutch , you're in for a rude surprise. Some drivers simply won't have the strength to activate it. To make matters worse, when you're stopped on a hill, waiting for the traffic signal to change, the throttle travel is long and a bit imprecise.Finding the right engagement point for clutch, brake, and throttle with your two very strained feet takes a lot of practice. If you've never heel and toed before, you'd best not practice on the Countach!

The throttle deserves some extra mention: you just keep pushing, and the engine just builds power. The overwhelming sensation when driving is that you keep holding the car back. It feels the same at 50 mph as it does at 100 mph. And it gets smoother with speed. About speed, the question everyone asks is how fast? Under controlled conditions during testing, I tickled 140 mph, but without knowing the car and (especially) the history of the tyres, I wouldn't do much more. The car had ample reserves. Credible reviews of the 5000S place the top speed between 185 and 190 mph. Later versions of the Countach were measured in excess of 200mph! Every model held the title for worlds fastest production car at the time it was introduced.

And you can't leave the car alone in the streets. The body is 1mm thick aluminum and is very delicate. The fragility of the body makes engine work a bit tricky. Accepted procedure is to remove the rear trunk lid and wing, and you stand or kneel in the trunk to service the engine.

Registering the car takes a little more time than usual with whats proven to be a nearly universal occurrence a huge, passionate crowd gathered to inspect the car and contents. I've been tailed, flagged, pulled over, followed, honked at, had several police agencies stop me for inspection , and have seen at least two people lose their glasses onto the pavement as the spun their heads in a double-take as the car drove past. Even a 9-year-old boy had his mother stop while we were putting new tyres on the car in Santa Fe to describe to us the subtletest of intricate details about the car !

Beneath the sci-fi looks and bad-boy image of this car sits a completely different machine. It is a tractable, reliable, and supremely confident machine which requires skill to bring out its best qualities. The racing car never really disappears. But you dont have to be a dedicated gearhead, either. Whatever the new automotive concept , the Countach still inspires as one of the most outlandish and provocative driving experiences.