They planned to buid 25, which is the minimum amount to homologate the car for FIA racing. However.....
Intended to replace Ferraris old but nevertheless still extremely competitive F40 GTE's that had been campaigned in the BPR GT Championship's of 1995 and '96, the factory built F50 GT was originally scheduled for a lmited run of 25 examples to gain homologation into GT1. However, by 1997, the endurance racing landscape had changed, a re-branded FIA GT Championship seeing manufacturers like Mercedes and Toyota destroy the outgoing BPR series production-based ethos with what were little more than Group C cars.
This combined with Ferrari’s total commitment to winning the F1 World Championship and a consequent lack of suitable personnel convinced them to abort the project - but not before the GT was able to post even quicker lap times around Fiorano than the 333 SP! After the first example, chassis 001, Ferrari publicly stated that no additional cars would be built, however, two more were subsequently constructed for special customers, neither of whom were ever permitted to race them. Set-up changes saw the arrival of F1-style carbon disc brakes and fully adjustable Koni race dampers whilst there was also a substantial drop in ride height. Twenty-inch Speedline wheels required some mild re-working of the front arches while underneath were two huge venturi's that dominated the view from behind. Using a hot Tipo F130A engine, Ferrari retained the 4.7-litre displacement of stock F50 but these GT's were realising a mighty 750bhp at 10,500rpm. There was an increase in compression and Magnetti Marelli Competition Stage 3 engine management while performance was astounding - zero to sixty 2.9 seconds and a 235 mph top speed. There was also a new six-speed sequential gearbox, this coupled to a longer wearing and faster shifting carbon clutch. Meanwhile, the bodywork was substantially altered from the road-going F50. Fixed in Berlinetta configuration, the GT featured a flatter rear deck than the F50 thanks to Ferrari removing the stock versions elaborate wing, replacing it with a new fully adjustable item. A roof-mounted scoop fed air to the engine, markedly larger radiator cooling vents being carved into the front lid along with a central NACA duct for the cabin.
here was also a re-profiled front valance while where the two flying buttresses had left a more or less flush transparent rear engine cover on the road car, the GT featured a contoured and heavily vented rear lid that was raised to the buttress height, thus smoothing airflow over the body. As you would expect, this was again manufactured from composite materials but was now a quick-release panel. A thoroughly stripped out interior contributed to the GT weighing in at just 907kg, some 413 kg lighter than road car while as previously mentioned, only three were ever completed by the factory, the chassis numbers of which are listed below:
F50 GT Chassis Index
001 Ferrari testing and development car, sold refurbished to Art Zifiropoulo on the basis that he would not race the car and Ferrari would build no additional examples. However, two further chassis were built up by Ferrari.
002 Little known
003 Little known
Also, they have 2 F50 GT chassis left, that could be used to build 2 more. One can only wish.
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