Premier Auto has been in hibernation for a considerable period. Even though the company had been contemplating re-entering the burgeoning auto market for some time now, it needed a window of opportunity in our highly competitive market to do so. That window has opened in the shape of a diesel-powered van that can be used for various purposes. Vikrant Singh gets behind the wheel of the Sigma to bring you a first drive report.

Premier Auto is on a comeback trail, and has correctly chosen to create a niche for itself before it gets into the highly competitive mainstream market. But that’s not all; the company is looking to do everything afresh - from corporate culture to its set-up.
The niche meanwhile is to cater to the semi-urban market with an affordable multi purpose vehicle that can be used, both for business and pleasure but which most importantly, runs on diesel. The Sigma, which was unveiled a couple of months back albeit as the Galaxy, is a one-of-a-kind diesel offering in the country, a van powered by diesel, especially after the phasing out of the Mitsubishi V oyager. With it, Premier is offering an alternative to a variety of passenger carrier types, starting with the low priced petrol-run Maruti Omni to the more urban Maruti Versa for personal use, and the likes of Tata Sumo, Toyota Qualis and Chevrolet Tavera in the tourist operator segment.
But this is just the beginning, says Atul Akolkar, head, sales and marketing. The company plans to offer a number of variants of the Sigma designed for both the passenger and cargo sectors. The most significant of these would be the pick-up based on the same platform with a payload of one tonne. Akolkar believes there is need for a product which works well in the city for transporting sizable loads, and can also be used for intercity transportation when the need arises.
Besides the pick-ups offered by manufacturers like Mahindra and Tata Motors (read Bolero Camper, Max Pik Up and 207 DI), the Sigma would have its work cut out against the imminent onslaught of quadricycles. However Akolkar is bullish on the prospects of his product and believes that thanks to low pricing and higher speeds of operation, it is the ideal compromise between the above mentioned two segments.
Getting back to the task at hand, the Sigma is basically the Mitsubishi Varica manufactured by China Motor Corp. (CMC) in Taiwan. Premier which has been working on the project for over 4 years is in technical collaboration with CMC, an affiliate of Mitsubishi Motor Corp. for sourcing technology as well as all body parts for the van.
The Sigma which seats up to eight, comes across as a larger and more purposeful Omni. The design of the vehicle is plain Jane to say the least. From the regular rectangular headlamps reminiscent of possibly the 80s, the staid front grille with horizontal slots which houses the Premier logo, to the uninspiring bumpers which incorporate the parking light and indicators, there is nothing exciting about the Sigma’s design when viewed head on.
Move over to the sides and the basic breadbox shape of the vehicle immediately comes to notice thanks to the lack of any sort of a stickering job. The only saviour here really is the slot running across the length of the van. Manufacturers, be it Toyota or Maruti have used stickers to enliven dull and boring designs in the past, especially in the Indian context, and something on similar lines would certainly have helped the Sigma too. The high roof of the van meanwhile will help accommodate tall individuals.
The van comes with sliding doors to access the second row of seats and getting in and out of the vehicle is no bother. The rear again is in line with the overall design philosophy of the vehicle with tall slim tail lamps that instantly remind you of the Omni and its more stylish sibling, the Versa. No tailgate spoiler or window wiper washer unit for the rear windscreen for this one. The tailgate is unexpectedly long as we found out and the user needs to be a little careful while opening it. The luggage space inside with the third row of seats in place is good for a couple of slim suitcases and possibly a bag.
The Sigma measures 3695mm in length, 1475mm in width and 1925mm in height, making it larger than both the Omni and Versa. This has in turn ensured good leg and knee room for both the middle and last row seat occupants as also for the driver and passenger up front. Head room thanks to the high roof design, as we mentioned, is good as well.
The Sigma is certainly built to a cost, and it shows in the fit and finish of the van. The build quality isn’t too good either. There are quite a few uneven gaps all around, be it the point where the bumpers mesh with the body on the outside or at various joints in the dashboard inside. The plastics on the dash could have been better. The dash features two, again not so well finished vents, but it’s the vents placed on the roof next to the sun visors that provide the cooling. The switch for the air conditioner is uniquely placed too, right alongside the cabin light. The van employs what Premier calls ‘a roof mounted genuine central air conditioner’ with a set of vents up front and a second set to cater to the second and third row passengers. This set-up has no doubt translated into good cooling efficiency all across the cabin.
The Sigma in the 7- and 8-seat avatars with an air conditioning unit is targeted more at large families, while the non-ac variant, the company expects will be picked up by tourist operators.
Financial restraints haven’t stopped Premier from offering some nice features though. For one, the console housing cup holders for the middle row of passengers is a very thoughtful design consideration. Importantly, it does not intrude into passenger space. The very upright driving position gives a commanding view while the steering-seating set-up, even in context of a van, just about passes muster. The clutch and throttle operations are more or less smooth, as is that of the thin short gear lever that operates the 4-speed synchromesh gearbox. The gear lever is well positioned and offers fast and easy accessibility. The long throws and slightly notchy shifts can, at times, get irritating.
But it is the lack of power steering that causes most displeasure while on the move, especially since the 2-litre diesel powerplant has most of its weight concentrated up front. Premier officials say a power steering option is on the horizon along with a 5-speed ’box, which should enhance the Sigma’s driveability significantly. Otherwise the Sigma’s steering is responsive and does not need excessive inputs. The van also has a relatively good turning radius of 4.3m.
The 2-litre, naturally aspirated IDI, which develops maximum power of 59PS at 4500rpm and a very healthy 117Nm of torque at a relatively low 2500rpm, is placed under the front passenger seat. This engine was however, not the original choice for the van. Premier had zeroed in on the 1.5-litre TUD 5 Peugeot oil burner that currently does duty on Maruti’s range of diesel cars, and had also powered Hyundai’s Accent diesel for a short stint.
Even though the TUD5, IDI 4-cylinder inline diesel produces almost the same power as the 2-litre powerplant currently employed (58PS against 59PS for the latter), it’s the torque rating that had the Premier think tank decide in favour of the latter. The TUD5 churns out 95Nm of torque as compared to 117Nm for the 1995cc 4-cylinder engine. This in turn has imparted considerably better driveability to the Sigma especially when it is completely loaded (which is how it is going to be among tour operators). Premier is sourcing the current engine from Hindustan Motors’ powertrain division. The diesel has bore and stroke layout of 84 x 90mm.
The suspensions offer decent ride over slightly undulated surfaces and have been set up on the stiffer side to cater to full load running conditions. The Sigma employs MacPherson strut with coil springs and independent stabiliser bars at the front while at the rear, as is the case with most MUVs, it is left to the leaf springs and shock absorbers to provide a good mix of comfort and utility.
Premier Auto has made a brave effort to re-launch itself in the Indian market. The company has also chosen a product category that has been witnessing significant activity lately. To top it all, it has provided a product, which could be lapped up by both personal and business oriented users and at a great price of around Rs 4.5 lakh. However, a few aspects like design, fit and finish, and build quality need to be attended to, especially with the Indian consumer being so discerning. The van might nevertheless find quite a few takers in the tourist operator segment as well as in semi urban sectors when it is introduced sometime during Diwali. And with an installed capacity of 10,000 units per annum, Premier now just needs to play its cards right.

Engine Type : Naturally aspirated IDI Diesel
Valve Layout : 2 valves/cyl
Displacement : 1995cc
Bore x Stroke : 84 x 90 mm
Comp Ratio : 21:1
Max Power : 59PS@4500rpm
Max Torque : 117Nm@2500rpm
Transmission : 4-speed manual
Turning Circle : 4.3m
Steering : Rack and pinion
F Suspension : MacPherson strut and coil spring and independent stabiliizer bar
R Suspension : Leaf springs with shock absorbers
F Brake : Disc
R Brake : Drum
F/R Wheel : 5B x 13in, steel wheels
F/R Tyres : 165/80 R13
Wheel base : 2000mm
Length : 3695mm
Width : 1475mm
Height : 1925mm
Ground Clearance: 165mm
Track(F/R) : 1290/1300mm
Fuel capacity : 38 Litres
Kerb Weight : 1145kg
Instruments : Speedometer, lights for tum signals, high beam, fuel and temperature gauge.