Stock there are a couple of areas that can give cause for concern, under specific conditions.
The scavenge pumps in the heads are powered from the exhaust camshaft, and as the heads are opposite orientations to one another (bank 1 the drive end of the cams is toward the front of the car, bank 2 the drive end is at the rear of the car) you have the potential for imbalance.
Under heavy acceleration the oil will run toward the back of the engine, which means that the sump in the head of bank 2 is filling up nicely, and the standard single stage scavenge is returning oil to the main sump very nicely.
The sump on the head of bank 1 will see a slightly reduced filling rate, but this doesn't seem to be a problem - the ~280ish bhp that our cars have doesn't generate enough G under WOT to empty the sump in the head.
This changes under braking, where our cars can generate much higher forces, and also under cornering - so the nightmare scenario for our cars is heavy braking followed by a long left hander, as the oil will be pooling in the front of the head on the right hand side of the engine, with the scavenge pump in the sump at the rear of the head drawing on (potentially) nothing.
The stock (main) sump also has fairly average baffles, which allow the oil to run from one side of the sump to the other, evading the doors in the central baffle that are meant to keep the oil central and therefore the main oil pickup submerged. The "integrated dry-sump" which Porsche talked about when they describe our engines refers to the plastic "tank" described by the plastic baffle, the intention being that when turned off the whole sump fills with oil as it drains from the engine, but when the engine is operating the majority of the oil is kept within the "tank"*.
So in our long left hander scenario we have oil pooling in the right hand head and not being returned, and what oil there is in the main sump pooling against the right hand side - it's not hard to see that we're now dangerously close to the main oil pickup sucking air/oil rather than oil - or only air.
This might be for a fraction of a second, but that's enough to interrupt the oil supply to the main bearings, and if you do that a few times (or once, with enough ambition) you'll spin a bearing and that's the car on the back of a transporter.
Porsche knew this - the X51 kit addresses the problems.
Firstly the right hand head has a dual stage scavenge pump fitted, which scavenges the front of the head via the iconic towel rail hard-line.
This stops long/fast left handers being so dangerous to the car, and when paired with the X51 sump which has baffles that fully seal against the inside of the sump and therefore stop the oil escaping the central "tank", which is now much better suited to that description. See Mister Corns excellent video for the details.
*Bear in mind that the MA1/MA2 run an evolution of this design, and they don't go boom, so it's fine when done correctly.