So I keep hearing that the 996 M96.03 engine (Standard Carrera) doesnt have a "real" dry sump system. That only the Turbo, GT2, GT3 have this. How is the M96.03 different? Is this a real dissadvantage? How does it compare to the 993? What was the purpose behind this? Cheaper manufacturing?

Thanks,
Andy

 

imho its not a true dry sump, its essentially an oil pan with baffales that seperates it from the crankcase, so that it doesn't splash around as much in high speed corner. not a hardcore race design like the gt1 based design. benefits are lesser oil pumps.
The real dry sumps are a seperate oil tank to keep in more enclosed.

 

Yeah, I agree. The 996 does not have a true dry sump. I saw a Turbo engine extrated from Sharkwerks and you can see that in the dry sump engine the oil tank is vertical next to the engine.

Benefits are of course much higher lateral G without starving the engine of oil, and lower center of gravity, since the dry sump has a much shallower oil pan.

Honestly, I don't think mild track use will ever starve this engine...

 

I received a fantastic reply/explaination over at Renntech. Here it is for those that are intersted. Thanks clord!

Hi Andy.... Yes, the motors in the 996, 986, 997, 987 (not Turbo, GT2, GT3) are very different from all previous 911 motors. They are a totally new design focusing on manufacturing economies. They are all advertised as having an "integrated dry sump". Many of us call them the "flat bottomed" motors since the bottom (sump area) is largely flat. The "old", traditional 911 motors have a somewhat cylindrical crankcase around the crankshaft, and counter/auxilliary shaft. The counter shaft is below and parallel to the crank and drives the cam chains and oil pump. The oil pump scavenges oil that falls to the crankcase floor and pumps it out of the crankcase to an external oil tank. The same pump also supplies the engine with oil from that tank which becomes a deep, reliable supply of oil in high G turns. This scheme enables a lower, more compact engine (no oil "pan" below the crank)....and enables the storage of a larger oil supply (in the external tank). This is the engine that Porsche designed for the first 911 and developed and developed and went racing with over the years to this day, in turbo charged form and NA form. In the 935 they began to experiment with water cooled heads (necessary to cool the valve area enough to enable 4 valve heads later). In the 1998's GT1 Racer, they went all water cooled, but, on the same basic dry sumped design. Today's Turbos, GT2, GT3 motors are derivations of that 40 year old dry sump design, but, with full water cooling, 4 valves/cyl, and variable valve timing. In the '90s, porsche designed a totally new flat 6 for the then new 996 and 986 emphasizing manufacturing efficiencies. The new motor has the cylinders cast in unit with the case halves, and a new steel two piece cradle around the crankshaft.....and the "integrated dry sump". The integrated dry sump is really just a familiar oil pan below the crank and counter shafts, but, separated from them (except in the middle where there's a hole) by horizontal casting. The oil pump sucks out of the pan and supplies the engine directly from there....there is no external tank. This simplifies the plumbing and construction. But the oil is still stored by gravity under the crank and countershafts. The scheme does do a better job of retaining the oil under the pump pickup than it would without the dividing casting, but, the first 3.4 liter versions did have some pick up problems in high G situation and did allow pooling of oil in the heads....and potential oil starvation in those high G turns. That was fixed in the 3.6s with baffling and another oil scavenge pump in the head area. The fact that the factory still goes racing with the "old", dry sump design and puts it in the Turbos, demonstrates that that "old" design has a plenty of extra strength designed into it.