ENGINE AND TRANSMISSION: Same engine, refurbished bike.
The CruxR employs the same engine that does duty in the Crux. The base architecture that lays emphasis on low-end torque is carried on from the YD125 but where the YD was bored out to displace 125cc the Crux makes do with the basic volume of 105.6cc. Even then 7.6bhp power peaking at 7500rpm is delivered seamlessly from this econo-miser of an engine. Max torque of 7.85Nm peaks at just 6000rpm. The CruxR rides tall in the torque stakes compared to the competition. The strong build up of torque at low revs can be attributed to the undersquare 49x56mm bore stroke configuration. The 67.26bhp/ton power to weight ratio is one of the best in its class and improves ability of the CruxR to accelerate strongly from standstill. Though it comes on as an ideal vehicle for the daily commute, alas she is not Performance bike material. The torque buildup comes in from as low as 2000rpm so for impromptu bursts of speed, downshift and squeeze throttle. The engine breathes through a Ucal Mikuni carburettor with 17mm venturi, a carry over from the Crux. The engine being restricted to comply with emission norms has to be kept revved at above 2000rpm or it stalls especially in the cold. Transmission is through a classic Yamaha slick 4-speed box which is smoothness personified for shifting up or down. Well spaced ratios ensure smooth power delivery and minimal shifting. Clutch is one of the finest on any bike in the country.

Fuel Efficiency: Econo-miser? Of course.
On Pune's congested streets and the highways that run through town we achieved two sets of figures. With the original spec tyre the best figure the CruxR managed was a healthy 67km to the litre whereas the worst figure recorded was 53kmpl. Shod with larger profile rubber she delivered 63kmpl with the least recorded figure at 50kmpl, round about a five per cent decrease. With the handling advantage from the larger profile tyre this should hardly deter buyers. Tank capacity of 11 litres gives her a range of 660km or so.