3-chain engines: Which timing parts are replaceable with cam covers off?

As the title states, does anyone know which parts of the timing system on a 3-chain engine are accessible/replaceable while the cam covers are off? Obviously, camshafts, sprockets, tappets/lifters, and solenoid hydraulic valves How about chains? (Would like to check if mine are stretched, or just simply replace for peace of mind) Which guide rails and pads? Thanks in advance

Ok so I'll partially answer my own question, as I dig into this on my own The guide rail and 2 chain guides on each bank. Further disassemly, like oil/coolant manifold and engine holding plate is necessary for access to bank 2 chain guide bolts. Is it crazy to hope there is a way to disassemble a timing chain and connect it to a new one and turn over the engine until the new one fully wraps around and then reconnect it, and VOILA! new timing chain without splitting the case?

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Your thinking had me searching and found part # P56862 by Rose Passion for the 5-chain engine with a "quick release". I assume this means a master link. At first I thought the long chain was a staggered double, but it's not, so maybe it's possible? The oem chain doesn't have a link so you'd have to work out connecting to the new chain. Maybe Porschetech3 can advise? Still, I doubt you'd want to change the chain without doing the guides and that still requires splitting.

I know in thr 5 chain motor none of the engjne builders on this board reccomend using a master link. I have seen pics of people finding the link clip in the bottom of the oil pan. I dont know why u would want to change the chains in a lower mileage motor. The car can compensate for large cam deviations and its usually the pads that wear. The 3 chain motor is just a better design so it doesnt need as much maintenance.

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it's encouraging to hear that the 3 chain motors don't need as much maintenance. Sounds like if we change out the tensioners we are pretty good to go? Chains are not that expensive and I'm inclined to want to swap them out while there. More peace of mind stuff for 996 owners.

While the "newer" MY2002 3-chain design was more efficient for maintenance , the original MY1999 5-chain configuration was far more robust for operation under harsh conditions such as endurance racing ; being impossible to jump timing as both banks are literally "chained" together. This is a trade-off proposition between MKI & MKII/997> After Ferry's death, Porsche's priorities for 911 were obviously quickly shifting from Motorsports to maintenance (IE "cost"), as evidenced even further in this second "post-Ferry" re-design of M96 for MKII in 2002. 5 chains minus 2 equaled 3: in other words, less money for the factory to build, and less time for the dealers to fix. Remember, Weiderking's first M96 redux immediately after Ferry's funeral had already included the ill-fated IMSB redesign: abandoning the robust original MY1999 double-row IMS bearing, in favor of the now-infamous single-row design for MY2K>. And you see how that ended up. I'll stick with the original 5-chain MKI, thank you

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my point being, for me, i would not introduce a master link into the motor no mater what the cost. If u r not willing to split the motor the experts advise to leave the chains alone.