Now, eight years on, it’s a lot cheaper, with mid-spec Sport models (the most popular trim) starting at around £4500 and top-spec GTs around a grand more. Compare that with 2010 prices, which ranged from £18,035 for the standard S (alloy wheels, power windows and mirrors, and climate control), through £19,095 for the Sport (cruise control and parking sensors) to £21,220 for the GT (heated leather seats,a sunroof and front foglights).
That wasn’t overly expensive for such a technically advanced car but pretty stiff all the same for one capable of mustering only 122bhp from its 1.5-litre i-VTEC petrol engine and electric motor combined.
Fortunately, torque was a handy 128lb ft – delivered at just 1500rpm.
This healthy dollop of pulling power is why the CR-Z feels quite nippy. There are three driving modes to choose from via a rocker switch alongside the steering wheel. Most fun is Sport, which sharpens the steering and throttle response, while making the instruments glow red. Then there’s Normal, which makes the car feel slightly detuned and is the default setting. The third is Econ, which prioritises economy and should yield around 52mpg on a long run.
Check you can feel the differences between them on the test drive. Also ensure the centre of the speedometer changes colour according to your driving style: green for economy hero, turquoise for could do better and red for lead foot.
There was talk, in 2011, of a supercharged Mugen version but it never materialised. No worries: tuners such as Hond-R can fit a supercharger that raises power to 200bhp. They’ll also fit a set of coilovers. Do that or seek out a used CR-Z with the optional Eibach lowering springs, available from the end of 2010. Whichever CR-Z you buy, hopefully all you’ll have to complain about is rain water on the windows.