The theory was that adding a third intake valve would get more air into your engine. In practice, it didn't work all that well.
Ferrari was so proud of its five-valve cylinder heads, it changed a naming convention that ran back over 25 years. For its previous mid-engine two-seaters, the three-digit name was derived from displacement and cylinder count, butThe F50 came a year after the F355 and its V-12, derived from Ferrari's Formula 1 engine, also had five-valve heads accounting for a wonderful 60 valves in total.
Five-valve heads are also more complex. An automaker needs to manufacture and install more components—more valves, springs, guides, rocker arms, camshaft lobes—and little things like this add up in the world of mass production. Consider, too, that extra components mean more maintenance.
Ferrari's pride in the F355's five-valve engine is funny in retrospect. Months before the F355 debuted, the Scuderia abandoned five-valve heads for its V-12, going for a four-valve setup in the 412. To get higher revs, and thus improve power, Ferrari adopted pneumatic valve springs for the V-12, which did away with the need for the third intake valve.
With road cars, it's easy to see why the idea was abandoned. Using a third intake valve adds huge cost and complexity and there just isn't much, if anything, to be gained. Don't expect to see it make a comeback.
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