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.
