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L1276A2

• Oil drain outlets 
on both sides of pan. 
Oil change pump is 
optional. 

• Side lube oil 

fi

 ll.

Fills and dipstick 

available on both 

sides of engine. 

• 24 volt battery charging 
alternator. 12 volt is optional. 

• Fuel 

fi

 lter 

with drain.

• Large, cast  

expansion tank. 

Easy coolant 

fi

 ll. No welds 

to break.

• Sparkling white 

IMRON

®

 polyurethane 

paint for a tough 

fi

 nish.

L1276A2

Single Side Service.

 

• Spin-on oil 

fi

 lter 

with both full 

fl

 ow and 

bypass elements in 
one can.

• 

Crankshaft designed for an 

electric clutch PTO.

• Jacket-water cooled, cast 
iron exhaust manifold. Two 
pass coolant 

fl

 ow for even 

temperature control.  

• Turbocharger 
is jacket water 
cooled for 
safety. 

Optional 
wet and 
dry exhaust 
elbows 
available.

• Overhead cam and four valves 
per cylinder. Fewer moving 
parts, better air 

fl

 ow, and higher 

performance.  

• 11 gallon oil pan.

• Plate type 
engine oil 
cooler. 

• Closed loop crank 
case vent for a clean 
engine room. 

Reliability, simplicity and durability  

from more cubic inches and lower RPM.

 

High rpm, high performance throw-away 

diesels have their place in planing pleasure 
craft that rarely get too far from the local yacht 
club. But why put one of these engines, even 
a derated version, in your commercial boat or 
long range cruising yacht? These vessels need 
a real, heavy duty diesel that produces high, prop 
twisting torque at a rational rpm. They need a 
conservatively rated engine with long life features 
like the L1276A2.

A commercial heritage

  Initially designed for Alaskan fishermen, 
Luggers have always been dependable. 
Used as prime movers on Northern Lights 
marine generator sets, they are well known by 
commercial and pleasure craft owners for long 
life and smooth, quiet operation. Today, 
electronic fuel injected engines 
like this L1276A2 are adding US 
EPA Tier II compliance to Lugger’s 
reputation for reliability, simplicity 
and durability.

Ironclad marinization

  The L1276A2  has a heavy-duty, overhead cam 
tractor block. This high torque design provides 
a strong foundation; but a marine engine is only 
as good as its marinization. The materials used 
must be strong. The design must be clean. Look 
at the photo below. Note the lack of hoses, belts, 
gaskets and welded cooling components. The 
liquid-cooled exhaust manifold is cast iron to 

withstand temperature 

fl

 uctuations and resist 

electrolysis. Unlike some engines that only use 
bypass water, the 1276 manifold is integrated 
into the cooling system mainstream, and two-
pass water 

fl

 ow assures even temperature 

control and eliminates hot spots. The piping 
is stainless steel or bronze as is the gear 
driven raw water pump. The heat exchangers 
for the engine and gear have cupro-nickel 
elements. 

Low rpm horses vs. Paper ponies.

    Light-duty, small-displacement diesels are 
rated at speeds up to 3000 rpm. This means 
high piston speeds, more wear and short life.
  The 1276’s power comes from its big 766 
cubic inch displacement and long stroke 
design. Max rpm is only 2100. Cruise RPM 
is 1800 for the continuous rating or 1900 for 
medium and high output. Lower rpm also 
means less noise and wear, more complete 
fuel combustion and longer life. 

Wet liners protect your investment.

    Lugger cylinder liners are surrounded by 
coolant for better heat dissipation. The liners 
are replaceable to reduce overhaul costs. 
Unlike “linerless” throwaways, a Lugger can 
be rebuilt to factory specs in the boat.

Gently turbocharged and aftercooled.

  The turbocharger is liquid-cooled for safety. 
The aftercooler uses jacket water so the 
intake air temp is controlled thermostatically 
to avoid over cooling. Over cooling can cause 
incomplete combustion and smoke. 

Electronic engine control lower fuel costs.

 

ECU controlled, direct fuel injection, four 

valves per cylinder, centered unit injectors and 
precise fuel metering all add up to excellent fuel 
economy.

Easy to live with.

    Low rpm Lugger engines are naturally quiet. No 
high rpm whine. Just a steady rhythm. A special 
silencer-

fi

 lter reduces air intake noise.  Quiet and 

smooth; 1276’s torsional dampener decreases 
engine vibration. 
  Easy to maintain too. Service points are on one 
side for easy access. The in-line design gives you 
elbow room in the engine space. 

Take power from both ends.

    The full line of options and accessories lets 

you design an engine that is custom built to 

match your vessel’s needs. With an optional 

front power-take-off your Lugger can power your 

vessel’s hydraulic auxiliary systems. It’s more 

than an engine, your L1276 is a total marine 

power system.

340 /1800 rpm

Continuous

 

425/2100 rpm

Medium Duty

525/2100 rpm

High Output

HORSEPOWER

• Cupro-nickel

heat exchanger.

• Beltguard protects  

the operator.

• Cupro-nicklel gear 

oil cooler.

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