Faults:

Starting problems caused by electrical faults (worn spark plugs, damaged ignition cables, and distributor issues). On this 2.0 E (fuel-injected) model, the airflow meter or the fuel pump relay often fail over time.

It is common to feel the clutch slipping. This is due to natural wear of the friction material or a loose or broken clutch cable.

Traditional steering can feel imprecise. The ball joints and suspension bushings of the front suspension (MacPherson strut type) wear out, causing vibrations or deviation from the intended path.

The braking system is excellent, but the rear brake calipers (which are drum-type) can stick, and the front discs can warp if they get too hot.

General Comments:

Classic and honest, yet not without brilliance—that might sum up the fundamental qualities of the Opel Rekord 2.0-E. It is a spacious sedan powered by a 2-liter fuel-injected engine, featuring a well-balanced blend of characteristics; its standout strengths are arguably comfort and speed, while its main drawback is fuel consumption that, without being excessive, is slightly higher than one would expect from a fuel-injected engine.

The Rekord is a car with a very classic—though not archaic—layout. It features a cast-iron engine (including the cylinder head) with a single overhead camshaft, fuel injection, and a completely silent hydraulic valve train; a four-speed gearbox that is excellently synchronized and controlled, with an overdrive option that is unfortunately not imported; and a suspension setup with a well-located solid rear axle and MacPherson struts up front, plus stabilizer bars on both axles. While it lacks superfluous luxury touches (the door panels are plastic-trimmed), it is perfectly equipped with the features that truly matter.

Given its size—rather than its weight (it is light for a car measuring 4.60 meters in length)—the Rekord is not a car for racing along the open road. It is a spacious, comfortable family sedan well-suited for fast, fully loaded travel while maintaining a high level of comfort. Nevertheless, its fundamental handling is good; fitted with substantial tires, the Rekord tracks faithfully according to steering inputs. Its solid rear axle, located by a five-link setup, is very well controlled; precision would be even greater were it not for the generously sized bushings—clearly designed to enhance comfort, a goal achieved with great success.

The power-assisted steering could easily afford to do without assistance once the car is moving, given that it requires more than three and a half turns lock-to-lock; otherwise, it is very precise.

The brakes, on the other hand, have no drawbacks whatsoever; they are excellent. Not only do they offer superb progressiveness—biting hard and sharply when demanded—but they also demonstrate high resistance to heat fade and are perfectly tuned to prevent wheel lock-up until the very last moment (front wheels in the wet and rear wheels in the dry, as is typical).

It is only natural to take comfort for granted in cars of this class, yet that does not always translate into a pleasant, relaxed driving experience. The Rekord is the kind of car that makes covering long distances in a single stretch truly effortless. With strong acceleration, excellent brakes, and more than enough stability, you feel confident about the essentials; and thanks to highly adjustable seating, you end up feeling completely at ease behind the wheel.

Visibility is excellent—as it almost inevitably must be, given that the seat height adjustment allows it to accommodate drivers of all sizes. Both side mirrors perform their function perfectly, and the (laminated) windshield features a much darker tinted band at the top—a welcome touch when driving into the setting sun—while the wipers clear a very wide area, notably leaving almost no trace of the typical uncleared triangle next to the left A-pillar.

Mechanically, this car is the sort that makes the owner forget about the moving metal parts within—except, of course, for the need to fill the tank. The highly oversquare, fuel-injected 2-liter engine always fires up on the first try, whether cold or hot, and settles instantly into a steady idle. Thanks to its hydraulic valve train, it is virtually silent; only when you floor the accelerator—and push past 5,000 rpm—does the exhaust note reveal that there are over 100 hp surging through the tailpipe.

Its flexibility is remarkable; there is no sudden surge of power at any specific RPM, yet from below 1,500 all the way past 6,000 rpm, the engine pulls with the smoothness of an electric motor. This sense of refinement is enhanced by a superb clutch—exceptionally smooth in both its operation and engagement—while the rest of the drivetrain is free of any slack or noise, making the driving experience thoroughly pleasant and effortless.

I could write more about the car—which I enjoyed for many years—but generally speaking, these are the most important points.

All that remains is to apologize to readers for my lack of brevity; the review is a bit long, but the car is worth it.