Anyone here read "Porsche 996 The Essential Companion"?

It appears to be quite extensive...656 pages...8.5x11 format...written by Adrian Streather with a foreward by Jurgen Barth. Lots of pictures, lots of technical how to stuff, and extensive information year by model year. Not cheap at $120 retail. It also has two interesting comments on the RMS and IMS issues. It criticizes Porsche for not addressing the issue with design changes...at the same time it mentions two thoughts I have yet to find here (not saying it isn't here somewhere, just that I haven't found it here). QUOTE: "In 2005 PAG released a redesigned (at the third and fourth attempt) rear main seal, intermediate shaft and bearing assemblies (from the 997 engine) new installation procedures, a new installation tool and technical training to finally solve (Porsche's claim) the two main problems which have damaged the 996's reputation since 1998, once and for all. These new parts are retrofittable to the M96/01/02/03 and 04 engines. They have been fitted to all factory rebuilt M96 series engines since 2005." And on page 182 the book they discuss that in 2000 the sealing ring on the bearing flange for the ims was changed from an O-ring to a 4mm wide sealing ring with three sealing lips. The change was introduced on the production line for type M96/04 engines from number 66102729, but the problem on both pre and post modifications 3.4 engines. The modification included a redesigned intermediate shat and new tooth-type chain drive. The 3.6 version was modified again for VariocamPlus, making three distinct version of the ims and drive chain combintations just in the fully water cooled engine types. I won't quote the whole book but it does discuss a new (to me) potential cause of shaft bearing failure...lack of engine oil or low engine oil levels...."Low oil levels may not immediately destroy the engine but a lack of oil can cause premature destruction of the Variocam/VariocamPlus system componets and cause the chain tensioners to fail, which would throw the intermediate shaft out of balance." The out of balance intermediate shaft would cause the bearing to rapidly wear unevenly and collapse. Anyway this is a very technical book and as a new owner who doesn't plan to work on his car but loves to understand how it is built and functions, I am finding it an interesting read.

It's a great resource. It's also a great argument for why the 996 is a good car in its own right as well as instrumental for Porsche's transition to being a modern company making modern cars.

I own this book. You can find it for about $75-$80USD if you hunt the discount retailers like did. ...and I more or less did read it cover to cover although just skimmed over several sections. It's a great reference book on the 996 although it's not entirely accurate (it states the 40th AE has a 3rd radiator which it unfortunately does not). I looked at just last night to confirm OEM wheel offsets and fitment between my 40thAE and other 996 models. It's

Mine went with my car to the new owner. I told him to consider it a early xmas present. Now if they only had the same book for the 997!

Sort of a funny question considering the audience but I will refrain from any remarks. FWIW, all that info is on these forums, albeit in unstructured pieces.

I thought the book was disappointing as I was expecting something on par with his 964 book which was a very valuable do-it-yourselfer reference. The 996 book was a regurgitation of Rennlist threads with a good helping of repetitive subjective commentary. Who thinks he didn't like the design of the electrically operated trunk mechanism?!

Haven't read the book but none of the info you quote was new to me after I devoured this forum, Renntech, and 6SpeedOnline for the month before I bought my car a couple of years ago. No offense but I don't think you are going to figure out the (or a new) actual definitive cause of the failures yourself. In any case, running changes to an engine production line or component are not uncommon at all, especially when spread among two generations of that engine. As far as the theory regarding low-ish oil levels to be a contributor, OK, whatever, the engine is a very tight tolerance design, not really a surprise that the oil level should/could have a tighter tolerance than most other cars. It's not difficult to keep on top of the oil level as the car does it for you if you take literally 5 seconds to start the car and allow the oil measurement program to run. There are two ways to own this car. 1. Enjoy it, maintain it, drive it how it was meant to be and is capable of being driven or 2. Spend more time worrying about it than enjoying it and in the end selling it due to an inability to get over the slim possibility that something bad could happen (let's call this the KrazyK method). I don't even know why I am here writing, I should be out enjoying the car...

I agree that there seems to be some subjectivity to how he addressed certain things. It's really an example of how opinions about subjects (IMSB, headlight shape, electronic trunk release, etc.) change over time. The book might reflect thoughts and opinions prevalent at that time. Some have changed and some have not. But, the book is a very good reference guide for facts and to help understand all about the technical systems on the 996.

Where can I buy one for a reasonable price (less than a 100eur/usd)

Check out quarto.com. They were running a sale on it around 150-160 USD. Always been a pricy book but worth it.

What does the writer consider low oil levels ? It has been said NOT to run oil levels above half on the dip stick. Does that qualify ?

Jason, that's a good question. Dont remember to what degree he discussed it, but I will look. Skip may know and be able to answer. About the time the book came out we were all wrestling with AOS failure, oil starvation, oil cooling, etc. That's when the Porsche recommendation came out to use the Motorsports AOS and run slightly less oil. But we all recognized that running less oil would create a boatload of problems that nobody wanted. That's when the 2Qt deep sump became a mainstream bolt-on for tracking to get more oil in the system while using the MS AOS. It's been quite a few years since I read the book, but I do believe the evolution of the issues are outlined and how the racing community addressed them. May be wrong and it was a different publication.

A couple of links : Veloce is the publisher of that book - hopefully they will reissue that as it looks quite nice -> https://www.veloce.co.uk/store/Porsche-996-p135968735 Maybe if there's enough interest they will speed up the process. First 130 or so pages are available from Google Books -> https://books.google.fi/books?id=Raa...page&q&f=false

Great price. IMHO, this book is the most important book on the 996. If you want a lot of pretty pictures and fluffy stuff on the interior and exterior look, this is not your book. But if you want to understand your car, why it's better engineered than previous models, issues, solutions, etc. This is your book. As a non-engineer I had to read it twice, and realize as I write this that I need to read it again. After reading the book, you will... 1. Appreciate your 996 more than ever. 2. Understand why some of us "old timers" did what we did with our set-ups to successfully mitigate risks such as Motorsports AOS, 2 QT deep sump, and constant oil changes. ​​​3. Most importantly, you will appreciate the new solutions that have been released (UAOS) and those that are in development (UIDS, LN OIL Cooling system), as well as recognize why they are ground breaking. Happy Holidays to All.

Looks like the OP quoted what looks to be the only reference to oil levels in the book. In the book (March 2008) it's under the section/chapter "Pesky engine problems: facts or fiction" and under the topic "Intermediate shaft bearing failure". Here it is. "...Low oil levels may not immediately destroy the engine, but a lack of oil can cause premature destruction of the Variocam/Variocam Plus system components and can cause the chain tensioners to fail, which would throw the intermediate shaft out of balance." As you can see, we were flying blind back in the day. If it wasn't for racing and DE programs, we wouldn't have any clue as to how to fix a damn thing. Hope the next print of the book is updated thru 2021.

The recommendation to run the oil level 1/2qt low came from Porsche in later 2001 (996.1) via TSB about concerns of oil gulping (smoking) on high G-Force turns on Tracks at DE events. This news traveled quickly through everyone who tracked their car and spread to everyone who owns one very fast. The 2002 996.2 were already being built,(mid-year production) and Porsche sent out another TSB advising of a change in oIl fill from 9.3qts to 8.75qts and revised dipstick with 1/2qt lower marks and a new program for the dash gauge, with instructions for IF a new engine with the revised dipstick was installed in an early 2002 car, that the electronic dash oi level gauge be reprogrammed or it would NOT match the dipstick. Although this technical info never made the rounds in the Paddock or the forums, most people had/have no idea. Unfortunately people with the late 2002 2003 2004 were running a full 1 qt below what was originally designed for the M96, and was all due mainly to the inadequacies of the AOS system. Many engines failed due to this.(among other issues) If Porsche had designed a system like the UAOS the whole problem and oil level changes would never have happened. As far as the IMSB, when the engine has been at rest for 8-12 hours, the oil level is 1/3 the way up on the IMSB when at the original full mark. When the engine is running the oil level is way below the IMSB. I think the author interjected his own opinion about the oil level and IMSB failure.

Thanks Skip. Great info in connecting the dots. Another book that was popular and very helpful is "101 Projects for your Porsche 911 996 and 997" . Great project book as well as insight into the thinking, procedures and projects as of 2012. On page 49 under "Oil System Inadequacy" you will find the following... "There are a few things you can do to protect against oil starvation problems. First, be sure that your oil level is always at the highest-level mark of your dipstick. The M96/M97 engine doesn't have a vast extra supply of oil, so if you are a quart low, it's a significant amount. Second, you can also add in a deep-sump kit, which will expand the Oil capacity of the sump by about a half a quart. Finally, you can install an acusump oil accumulator system that will protect against unexpected oil pressure drops." Remember, this is 2012 and deep sump kits eventually went to 2qts and the acusump ended up not being a popular solution for various reasons. However, another reference to running the oil full in contrast to Porsche's recommendations. This book is much cheaper than the Essential Companion, and will help to fill in holes. Anoth "must" have book.

The projects book is helpful with some photos. If I don�t understand totally, I come here with some photos and questions and we discuss.

That book is now available again from the publisher. Just got one myself. Paid about 93 euros - not bad. https://www.veloce.co.uk/store/Porsche-996-p135968735

Veloce.Co.uk has this available - limited #. $126US plus $43 shipping.

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Crazy shipping price for a book (I buy books from Amazon that ship from GB and it's a 1/4 of the price), but I've been wanting this book for a while and happy to get it at list price. Thanks for sending the update!

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Arrived from UK yesterday. It's a monster of a book!

Bumping an old-ish thread. I occasionally look for this book online; on Amazon it always seems to be $150+ even for used examples. However this time I happened to find it at Blackwell's in the UK for $94.39, shipping included. So I got one. Warning: if you decide to order one, the tariff is, somehow, 10 cents. Yes -- $0.10. Plus $14 brokerage fee! So, $108.49 all in. https://blackwells.co.uk/bookshop/product/9781845849542 I just looked and it's even cheaper now!

Thanks WDB. It is now $90.