Northern Lights L1276A2 User Manual
L1276A2
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 twopass 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.
340 /1800 rpm
Continuous
425/2100 rpm
Medium Duty
HORSEPOWER
525/2100 rpm
High Output
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.
• Turbocharger
is jacket water
cooled for
safety.
Optional
wet and
dry exhaust
elbows
available.
• Fuel fi lter
with drain.
• Plate type
engine oil
cooler.
• Spin-on oil fi lter
with both full fl ow and
bypass elements in
one can.
• Closed loop crank
case vent for a clean
engine room.
• Jacket-water cooled, cast
iron exhaust manifold. Two
pass coolant fl ow for even
temperature control.
• Overhead cam and four valves
per cylinder. Fewer moving
parts, better air fl ow, and higher
performance.
• Crankshaft designed for an
• Large, cast
expansion tank.
Easy coolant
fi ll. No welds
to break.
• Cupro-nickel
heat exchanger.
• Cupro-nicklel gear
oil cooler.
• Side lube oil fi ll.
Fills and dipstick
available on both
sides of engine.
• Beltguard protects
the operator.
electric clutch PTO.
• Oil drain outlets
L1276A2
Single Side Service.
on both sides of pan.
Oil change pump is
optional.
• 11 gallon oil pan.
• Sparkling white
IMRON® polyurethane
paint for a tough fi nish.
• 24 volt battery charging
alternator. 12 volt is optional.
These are the features tha
Engine Block
• Six cylinder, in-line, four cycle, liquid cooled,
overhead cam, four valve, marine diesel
with a heavy-duty, cast iron, industrial-grade
engine block.
• Replaceable, wet
type cylinder liners
are hardened
and precision
machined for
long life. Engine
is rebuildable to
original factory
specifi cations.
• Liquid cooled cylinder liner top reduces
temperatures by up to 130°F (72°C) for
durability and head gasket life.
• Balanced, forged crankshaft with induction
hardened journals for long life.
• Replaceable valve seats and guides.
• Four valves per
cylinder increase air
flow and allow unit
fuel injector to be
placed in the center
of the cylinder for an
optimal fuel spray
pattern. Electronic
fuel valve for precise
fuel delivery.
• Overhead camshaft reduces the valve
train parts and improves performance.
Camshaft is gear driven; no chains or
timing belt to worry about. Large camshaft
journals and bearings for long life. Large
roller cam followers.
• Cast aluminum, “fl oating” valve cover blocks
valve train noise. Cover is removable with
three bolts for quick service access.
• Articulated pistons with high strength steel
crown and aluminum skirt for long life
under high loads.
• Torsional crankshaft vibration damper.
• SAE 1 fl ywheel housing is standard.
Electronic Fuel Injection System
• Electronic engine control unit includes fuel
temperature compensation
• Engine diagnostics, monitors critical
engine functions.
• Electronically controlled unit injectors
provide precise fuel delivery with variable
timing for excellent fuel economy and
performance. Pilot injection reduces cold
start smoke and noise.
• Camshaft driven,
gear type fuel
pump.
• High capacity fuel
filter with air bleed,
drain, manual fuel
priming pump and
water sensor.
Cooling System
• Cooling system available in heat exchanger
or keel cooled confi guration.
• Two thermostats for safety and quicker
warm-ups.
• Cast-iron exhaust manifold has double pass
jacket water
flow for even
temperature
control, fast
warm-up and
no hot spots.
Manifold is in
the main, full
fl ow, jacket water circuit.
•
Gear driven, coolant circulation pump.
• Large, cast expansion
tank. Easy coolant fi ll.
No welds to break.
• Cupro-nickel
engine cooling
heat exchanger.
• Cast bronze and
stainless steel
seawater piping.
• Cupro-nickel
gear oil cooler
• Gear driven,
SAE A, 9 tooth
auxiliary drive
provides up to 75
foot pounds of
torque to power
hydraulic pumps.
• Beltguard for
operator safety.
L1276A2 Non Service Side
• Electronically controlled, unit type, fuel
injectors protected by valve cover. Precise
fuel injection, improved fuel economy and low
emissions.
• Closed loop crankcase vent
keeps oil vapors inside engine.
• Gear driven, bronze and stainless seawater pump.
No belt. Easy impeller change.
• Optional secondary oil fi ll
• Air fi lter
silences
intake.
• Jacket water
aftercooler for
increased output.
• 24 volt
starter placed
high and dry.
• Electronic controls. Water
resistant module protects
engine control unit for
electronic fuel injection and
ESP engine system profi ler.
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