I love how the Yellowbird handles, actually. You have to adjust your driving style accordingly for its RR layout - imagine that you're driving a sledgehammer with the handle pointing forward. The rear will always want to overtake the front, but at the same time you can use that to swing your way around corners and then use the great traction to power your way towards the exit. You basically use the rear end to help steer the car around, once you get the hang of that style it's a very chuckable car. MR cars in GT5 handle in a similar, but (much) less extreme way.
I can drive it OK if I really limit my steering inputs and let the pendulum effect do my turning-in for me, then let it drift down the corner on neutral throttle before stomping on it and using the rearward weight bias for traction. It's a bit like driving the BRM in GPL, actually - but that has cross-ply tyres, a diff that locks only under power and dodgy load-dependent grip simulation.
The RGT is much better in this respect, but you've got to be very careful on the power whilst turning. It tends to load up nicely and sits balanced on the rear wheels with it's arse out, and then suddenly snaps if you push it too hard, whilst the Yellowbird is more progressive, but more easily provoked. The RGT is slightly pendulous into corners on the brakes, but nothing like the Yellowbird is.
Annoyingly, the AI drive the CTR like they're Walter Rohrl, or something, so it's near impossible to keep up without aids.
I agree that overlapping brake and throttle inputs (I do both with my right foot, heel-and-toe style) helps balance both RR and MR cars during trail braking, which is the only way to keep up with the AI sometimes, without aids.
The '74 Countach is wonderful, though - great balance of power, grip and weight. Not driven the anniversary version, yet, but that's heavier than a Gallardo... The high-mounted engine in the Murc probably does explain its nastiness in corners, too.
