Used car buying guide: Lamborghini Diablo

All Diablos have a five-speed manual gearbox. With the exception of the engine cover, bonnet, sills and bumpers, which are all carbonfibre, the body is aluminium mounted over a steel space-frame. Suspension is a wishbone, springs (double at the rear) and anti-roll bar set-up, while on VTs it’s a fully independent active system offering four suspension modes. This version also has power steering as well as four-wheel drive, a system that, in extremis, sends up to 25% of the engine’s torque to the front wheels. Many people prefer this model over the others for its easier driving manners. There’s also a super-rare VT Roadster, which feels as stiff as the coupé.

Our £125,000 bargain aside, Diablos with a solid provenance and service history, a modest mileage and in good condition start at around £150,000. It’s not a lot to pay for a slice of Italian V12 exotica and a lot less than that new Countach.

An expert’s view

Karl Verdi, Founder, Verdi Ferrari

“Engineering-wise, the Diablo is a pile of… Well, you finish the sentence. For example, because it’s spring loaded, the accelerator pedal is heavy and tiring to use. On early cars, especially, the clutch is also heavy and very tiring to work. The Diablo is not easy to drive quickly – you’ll be eaten up by a modern hot hatch – and you’ll have trouble threading it through country lanes. However, it is great looking – a poster car that sounds like thunder. The four-wheel-drive VT is the best one – easier to drive thanks to its power steering and lighter clutch. It also feels much more secure and predictable. Look out for a facelift car, what those in the know call ‘big brakes, small dash’. They’re more sorted.”

Buyer beware

â–  Engine: Rev the engine, then listen for the cam chains rattling on the overrun, a sign they’ve stretched. Valve clearances require checking every 18,000 miles. It’s an expensive, engine-out job. Look for oil leaks between the engine block and sump caused by perished sealant. Check the condition of the radiators and that the cooling fans cut in at the right temperature. Later models with variable valve timing can get variator problems caused by degraded oil.

â–  Transmission: Single-plate clutch lasts no more than 25,000 miles. Early cars use a pull-type rod to the slave cylinder, which breaks. The push-type rods on later cars are more reliable. The gearbox is fragile and the gearlever is prone to snapping where it enters the gate.

â–  Steering, brakes and suspension: Early cars have very weak brakes. The wishbone bushes at the chassis end are likely to be perished and are expensive to replace. The rear dampers carry most of the weight and get very hot so expect them, too, to need replacing.

Body and wheels: Poor quality control at the factory means the steel chassis and aluminium body can come into contact, causing galvanic corrosion. Check the car thoroughly, especially door bottoms, wheel arches, boot floor and fuel filler.

â–  Interior: Check sills and switchgear for damage, often caused by people getting in and out. The leather trim is poor quality so expect it to be coming apart.

Also worth knowing

Early Diablos had hydraulic cam chain adjusters that became tighter until they broke one or both of the chains. From 1994, new Diablos had more reliable mechanical adjusters. These were also made available as a service item for earlier models and most cars should have them but be sure to check.

How much to spend

£105,000-£149,999: Early (1990-94) Diablos in poor condition rising to cars with part-service history and in much better order. Includes a 1993-reg car with 60,000 miles for £125,000.