It's no easy task following a class act like the RX100, almost like going into bat after Sachin Tendulkar has just blasted a blizzard-quick century. This is what has plagued the 'change reaction' models that have followed the RX100 and preceded the Crux.
  
The toughest thing about design is to tell what will appeal if it is to cater to a wide cross-section consumer base. Obviously, there is ample truth in the adage that 'you cannot please all of the people all of the time'. The Crux doesn't even try. Right from its model name, the latest from Yamaha strives to establish its own identity remote from anything that has preceded it and chooses to address an audience that places greater importance on a product backed by years of manufacturing experience. Straightforward simplicity and functionality, not to be mistaken for lower quality, are what the Crux will offer to the customer who is looking for a motorcycle without the frills but good reliability and user-friendly Performance. Devoid of anything that doesn't subscribe to functionality, the essentials are stamped with sound engineering expertise. Minute attention has been paid to details to ensure longevity of components. For example, the rear numberplate, tail-lamp and indicators have been mounted on the robust grabrail-cum-luggage rack instead of being bolted directly onto the rear mudguard, as is the usual practice. The result is that the rear mudguard remains free of the added weight and is not prone to the mounting holes of the tail-lamp assembly eroding through vibration and age. Since the tail-lamp and indicators are not subjected to as much vibration as they would have been, the bulbs also should last longer.
  
The Crux's design may be basic but that does not imply that it is unattractive; on the contrary, the petrol tank and the side panels have been well proportioned keeping in mind the bike's rather diminutive size. Yamaha has always built the seat height-to-handlebar relationship of all its bikes in a way that makes for an excellent compromise for both city as well as highway riding. The Crux is no exception.
  
The engine also stays within the confines of simplicity. A chain-driven single overhead cam and two valves are housed in the cylinder head, which displays blank bosses to incorporate air injection to achieve emission norms compliance, at some later date as and when it becomes necessary to do so. No external gimmickry by way of pipes and pumps exists at present. Designing the combustion chamber for optimum burning and carefully adjusting the carbureted air/fuel mixture suffices.
  
Inside, the cast iron cylinder reciprocates a 49mm piston that travels a relatively long, 56mm stroke to achieve a displacement of 105.6cm. Fuel supplied through an oval bore carburettor and sparks via a CDI electronic ignition system enable the unit to produce 7.6bhp at 7500rpm. The maximum torque, which is produced at 6000rpm, is a healthy 0.8kgm. The configuration is clearly aimed at providing the kind of Performance that the everyday user will relate to. The oval bore carburettor smoothens the transition from near-closed throttle onwards and the cross-sectional area of the one that does service on the Crux is approximately that of a conventional 17mm round bore carburettor.
  
The clutch and the gearbox are the trouble-free Yamaha standard issue.