Mitsubishi Sigma

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Mitsubishi

Mitsubishi Sigma

1977 - 1983
Country:
Japan
Engine:
4 cyl.
Capacity:
2555 cc
Power:
73 kW
Transmission:
3 spd. auto. Optional 5 spd. man.
Top Speed:
163 km/h
Number Built:
n/a
Collectability:
1 star
Mitsubishi Sigma
Mitsubishi Sigma
Reviewed by Unique Cars and Parts
Our Rating: 1

Introduction



Key to the success of the Sigma was the combination of very good marketing, support from the media and a good basic car with a range of models from which to chose. It quickly established itself as a class leader – and it was up against some formidable competition, including Datsun's 200B, Toyota’s Corona, Ford's Cortina 4, Holden’s Sunbird and Mazda's Capella. What stood out on the Sigma was the smooth performance - remarkably fast, but with good acceleration, especially in the 2 litre Astron versions.

At its introduction in late 1977 the Sigma was the same car that was made and sold in Japan, but attention to customer feedback enabled Mitsubishi to tailor the Sigma for local conditions. Inside and out, the range underwent significant improvement over the years. The Sigma offered a good ride, acceptable handling, reasonable road holding and braking, plus very good internal layout and appointments. The drawback was the steering – which followed the usual Japanese formula of recirculating ball – which always provided a "woolly" centre feel.

Main driving controls were on steering column stalks, while others for heater etc were mounted in the centre of the facia. The moulded centre console had plenty of indentations for carrying odds and ends, plus there was a moulded tray atop the passenger side facia, plus a deep parcel tray above the passenger foot well, and a box like pocket at the front of the centre console.

The boot space was good for a two litre. Cloth seating and high quality carpeting made the interior inviting, without putting the GL on the same level as the more luxuriously appointed SE. The driver's seating position provided a good measure of all round visibility, with only a narrow arc of vision shielded by the fairly substantial "C" pillars to the rear. Accommodation for four was very good with a fifth passenger space available for all but the longest of trips.

The Astron Engine



Like most Japanese units, the "Silent Shaft" Astron engine was anything but when first started up in the morning. It had a unique whirring noise, associated with chains driving the two balance shafts - and the noise was always present, although thankfully it got quieter as the motor warmed up. The whole engine was much less obtrusive after two or 3 minutes, but many were left scratching their heads wondering what the silent-shaft moniker was referring to. Perhaps it should have been called a smooth shaft. Or better still, maybe the word shaft was not appropriate at all.

Smoothness was the real key to the Sigma's luxury feel. The gearbox was a gem, and if you were punting it hard the slick change from second into third was brilliant – although you had to be careful not to accidentally go from second to fifth. Once mastered you would realise what a delightful box it was. Fifth gear was never really required around town, unless you were trying to be super economy conscious, but on the open road it cut the revs by about 500 and which made for quieter and more economical cruising.

With such a free spinning engine as the Astron, it was easy to use low speed performance for rapid transit through towns. A big depression of the throttle brought in the carby's second choke and release a reserve of power. At higher speeds, quite naturally in a two litre, acceleration would die away a little, as aerodynamic effects took over. However, there was ample enough power left to give assistance through fast corners. And in any case, failing that, there was always the lift off throttle procedure to help tuck the nose in if all else fails.

The original Sigma’s tended toward understeer that required positive action to achieve some measure of oversteer, at medium to high speeds. By 1979 that had changed to an initial reticence to commence a direction change, but then there was a roll movement that brought in a mild oversteer situation. Obviously the Mitsubishi engineers had tweaked the suspension settings during manufacture – most probably a slight alteration to the rear springing and damping. Lifting off the throttle would simply accentuate oversteer.

On gravel it was much the same story, only there it made for even more fun driving, as the car could be thrown around with abandon, still remaining under control. Road holding was generally good for the performance speeds available, but it was hard to maintain a constant line throughout a long corner. Corrections were necessary to stay on line although there weren't any difficult changes of basic handling properties (understeer to oversteer and back or vice versa) to upset stability. In the wet the Goodyear Supersteel radials were a little tricky - they'd cling on quite well, but the limit tended could be found all too quickly with any warning.

The brakes were good too – although the pedal pressure was arguably a little too soft. Nevertheless it provided a progressive feel, especially when the lock up situation was getting close. The Sigma may not have been as economical as today’s cars – but it was still very respectable. Around town owners claimed better than 11 litres per 100 km (26.1 mpg) , and 30 mpg was possible in the country. Performance wise, the Astron took 18.7 seconds for the standing 400 metres and 12.5 seconds from zero to 100 km/h.

The Sigma Sports Pack



The Sigma sports pack was released in 1979 and consisted of show gear more than go gear. There was sports instrumentation, with tacho and a set of fairly poorly calibrated gauges. There was a soft feel sports steering wheel, quartz halogen headlights and steel radial tyres, together with black painted door tops and sports striping. If you really wanted your Sigma to be a show-pony, for an extra $227 you could option alloy wheels, a five speed gearbox and the two litre Astron engine – well worth the money.

A nice touch with the Sigma was the feeling that the sports pack really belonged to the car - rather than being simply an assembly of bits and pieces. This was aided by the one piece headlining inside and the facia which looked as though it was designed by one person rather than a committee. The GL featured reclining front seats, but not the height adjustment of the SE. All Sigmas had the variable rake steering column, and this was always an asset to getting comfortable, although at its lowest setting it did obscure the speedometer to some extent.

At a basic $5918 in 1979 Chrysler's Sigma GL was good value, a fact proven by the speed with which dealers were able to move whatever stocks they had. By mid 1979 Chrysler was approaching 85% local content with the model, but production capacity was restricted, so demand always exceeded supply in the early years. Adding the Sigma wagon to the range was a stroke of genius - Chrysler's timing being perfect. This provided a gap filler for the last hole in the line-up, launched at precisely the right time when more and more people were looking for smaller, more economical wagons.

Car of the Year



The 4th generation model released in 1980 represented the most significant improvements for Australian conditions – it even taking out the Car of the Year award in New Zealand. The basic model was the 1.6-litre Sigma, then the GL and SE which came fitted with a 2.0 litre Astron and the optional 2.6 litre. There was also a five-speed manual version of the 2.6 litre available. Outside there was a new black plastic grille, and Falcon-style bumpers, Scorpion-style dual quartz halogen rectangular headlights, and new tail lights provided a more aggressive and upmarket look.

Changes to the sheet metal gave the car a 'flat-nose' look. Inside, square dials replaced the previous models round ones, and the dashboards were colour-coded. The top of the line SE now also featured a digital clock, stereo tape deck, and a fuel-pacer light on the bonnet as standard. One of the most common complaints about the earlier Sigmas was directed at the handling and steering response. A major rebuild of the steering box reduced by 35 per cent the amount of steering-wheel movement required for any manoeuvre. Sloppiness had finally been eradicated, but unfortunately so was any real feel for the road; however, it is an acceptable compromise.

The front and rear springs were variable rate; that is, in driver only situations the springs were softer than on previous models while under load the spring rate increased and stiffened up the ride. This also helped reduce front-end dive under heavy braking. A substantial increase in pad area and disc diameter has likewise improved the braking; and economy was further enhanced by changed differential ratios and a taller wheel-tyre combination.

Some of the changes could be questioned on grounds of taste, such as the square dials or the thin steering wheel, but there was indeed little argument from the consumers. Ultimately it was the 4th generation Sigma that was thoroughly sorted for Australian conditions, and this made it a much better car than its predecessors.
Chrysler Sigma

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Mitsubishi Car Commercials
Mitsubishi Production 1960 - 1979
Mitsubishi Motors Heritage
Reader Reviews page 1 of 1
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DO YOU HAVE A SIGMA TO SELL?
Posted Recently
As the title says I’m looking for a sigma to buy, any condition and location considered. To avoid scammers I won’t post my number here but if you email at thisaccisfree@hotmail *** I will give you my number. 🍻
CyrslerSigmaScorpion1979
Posted Recently
I'm on the hunt for a 2.6 litre astron for my 1979 scorpion five speed so as those who have owned and worked on or worked on either sigmas or scorpions that means I have to find a motor out of a car fitted with that exact same type of cog shiftier as you cannot install a auto motor in a manual or even a 4 speed manual one into a 5 speed fitted vehicle
also I have found out that early 26.6 litre short and long wheel based Pajero 4x4's from there release till 1990 had a astron motor that mated to the five speed box so I could just use one of them if some has one at the right price email me AT
j,will.1983.is@gmail *** if you are willing to talk turkey
Blair Sauer
Posted Recently
I really like the sigma. seeing the first sigma from 1977 gave me the impression that they really produced a winner from the start. the sigmas "silent shaft" engine from what I heard was a clever design. although they went through several phases to the point where it grew to 2.6 litres. which was called the "Astron 2.6". my favourite sigma models are the GH, GJ and GK sigmas. the styling was a lot better and I quite liked the dash designs in those particular models. long live the sigmas!!!
darren
Posted Recently
i have a 1980 sigma stock standard for sale $500 no rego
0408602824
MIRIHALLA
Posted Recently
where i can find spares eg head light
Eric Anderton
Posted Recently
I've had 35 cars so far and the Mitsi Sigma SE Turbo was one of the best. Very fast and so stable at high speed, strong and reliable with never any maintenance problems. I loved the whine (howl?) of the turbo rung out...
Sigma Turbo
Posted Recently
The 81 GH Sigma Turbo Built #101 of 500 is the bomb puts down 450BHP at the treads :) thats Sigma Power :p oh and about the VN pffft I hose VE R8's
tom
Posted Recently
I own a 1982 gj sigma. its my first car and i love it i would just like to e where i could get some carpet for it and aplastic moulding for the ornt right. i would appreciat it if somewon could help me.
Lisa
Posted Recently
I currently own a 78 sigma scorpion and it is my pride and joy. however someone has stolen the bonnet ornament. i would appreciate any help in finding a new one. i am also very willing to pay for one if someone has one to sell..
louis
Posted Recently
i currently own an 81 ss sigma and i'll vouch for them with all my heart this car is epic i bought it off a farmer for 1500 and im excited every day when i go driving it. yeah its rough around the edges and secondaries take a while to kick in but ive got plans to bring her back up to top condition. SIGMA POWER.
Mark
Posted Recently
I owned a 1980 Chrysler Sigma SE for ten years from '84 to '94 and sorry I sold it. It was the best car I had ever owned. I have just bought a 1979 Chrysler Sigma SE and she's as good as the '80... stylish, comfortable and reliable. They just don't make cars like this any more!
robert
Posted Recently
Hello, I have a 1978 Sigma that is in very decent condition. It could pass roadworthy as it sits. It has only 57,000 kms since new. All records are provided with car. White exterior with red interior, 2.0 astron engine with a 5 speed manual. If interested leave a e-mail and i will contact you. 3500 obo
scott
Posted Recently
hey yeah i have a 83 Se sigma don't what you talking bout cous mine can beat a vn commodore its only got extractors a 2&1/2 inch on the 2.6 with a auto can smoke the hell out of the rears the steering is precise gets 2 145 klm/h then i backed of so yeah there not *** got more power then the pintaras
Jack
Posted Recently
I test drove an old GJ Sigma 2-0 auto a few years back. This thing was slower off the mark than a fully laden Kenworth,and the steering was bloody heavy. The owner asked how I liked it-I said no thanks. I've owned an 85 RC Colt and a 1990 TP Magna,but I drew the line at this thing.
stephen
Posted Recently
fixed up an 81 sigma drove round ox in o7 37mpg going slowly a good honest reliable car, cheap to maintain , a great learning experience
Roberta
Posted Recently
I have a 1980 Chrysler Sigma SE and have owned this car since she was 2 years old. I am still happy with my car - very reliable, smart and comfortable and has no trouble with long distances and speed. I will continue to drive my car until there really are no spare parts left!
Warren
Posted Recently
Inherited an 85 model with 2.0L and slushbox from my Dad. Damn thing is indestructible and all 3 of my kids have learned to drive on it. Parts are becoming a little scarce and we drove it from sydney back to the factory in Feb'08 just for old time's sake. Go the Sicma!
 
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