They don't Mackem like they used to: the Nissan Sunderland story
Sierra). But buyers forgave it, focusing instead on its quality, reliability, specification and sheer value for money.
It was hard, physical work. For example, the Liftback’s tailgate required three workers to manhandle it into position; ditto the saloon’s heavy, one-piece rear seat. The roof needed four workers to lift and place, as did the body sides, which, if not held securely in position by mole grips, could slide off. Around and under them, fellow workers busied themselves spot welding the car’s internal structure, often getting burned by the sparks in the process.
To show how the plant has expanded, Harker points to it on an aerial photo. It looks like two small sheds. Due to Covid-19 and that other disruptor, the global microchip shortage, output has been throttled back to 1000 cars per day, across two eight-hour shifts. To reduce the expense of keeping parts, everything arrives ‘just in time’. It means that on most days, there’s only one-and-a-half hours’ worth of stock available on the line.
Towards the end of the production line is the drenching booth, where each car is blasted with water to test it for leaks. The rolling road, where the engine or motor is put through its paces, follows next. Workers now surround each car checking its fit and finish before, in the calibration area, the driver assistance features are set up. The last stop is the underseal bay, where the car’s underside receives an extra dose of anti-corrosion treatment.
Kinghorn has calibrated the motor to avoid overwhelming the lazy 1980s brakes and the even lazier handling. We’ve already met Peter Robinson, who arrived in 1987, and Michael Harker, 55, the longest-serving production-line worker, who arrived in 1986. Also there to meet me when I arrive in the Newbird are colleagues Les Greener, 56 , and Michael Adams, 54 .
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