The Ultraviolette X47 Crossover is one of those motorcycles that looks futuristic even before you turn the key on. And once you do, it becomes clear that this isn’t just another electric two-wheeler trying to play catch-up with ICE bikes.
Specs
On paper, the numbers already sound wild. You’re looking at 40.2 hp, 100 Nm of peak torque, and a claimed 610 Nm of rear-wheel torque. Top speed is rated at 145 kmph, 0–60 kmph comes up in 2.7 seconds, and 0–100 kmph in 8.1 seconds. Add three riding modes i.e. Glide, Combat and Ballistic along with 10 levels of regenerative braking, and a claimed maximum range of 323 km. Seat height is 820 mm, ground clearance is a generous 200 mm, and kerb weight ranges from 197 to around 210 kg depending on the variant.
But specs are just paper. Mumbai traffic is real life. So we took the X47 straight into festive-season chaos to see what it’s actually like to live with.
First impressions and ease of riding
The moment you start moving, the X47 feels natural. This was our first time riding it, and there’s virtually no learning curve. No clutch, no gears, just twist and go. Importantly, Ultraviolette has retained conventional braking: front brake on the right-hand lever, rear brake on the right foot. There’s no confusing left-hand lever pretending to be a rear brake, which is a good thing from a safety perspective.
Despite being a 200+ kg motorcycle, it never feels intimidating once on the move. Even crawling through traffic, the weight is very well masked. Direction changes are easy, U-turns are effortless, and it doesn’t demand constant corrections from the rider. For something this heavy and this powerful, that’s impressive.
The radar tech: gimmick or game changer?
Let’s address the headline feature, the radar. This is still unheard of in this price bracket, especially from an Indian manufacturer. Blind-spot monitoring alerts show up both on the display and on illuminated indicators integrated into the mirrors. And in dense city traffic, those alerts are flashing almost constantly, because let’s be honest, there’s always someone in your blind spot.
What surprised me is that it actually works as intended. The alerts are bright enough to be seen even under harsh sunlight, and the placement makes them intuitive rather than distracting. Over time, I realised I wasn’t obsessively checking mirrors anymore. The system adds a layer of awareness that genuinely reduces mental load while riding.
That said, no amount of radar tech can protect you from absolute idiots on Indian roads, but it definitely helps.
Riding modes and regen:
In Glide mode, the X47 feels calm, predictable, and efficient. Throttle response is gentle, but overtaking is still effortless. Even in this “eco” mode, you can comfortably cross 80 kmph and breeze past highway traffic.
Combat mode sharpens things up significantly. Throttle response becomes crisp, acceleration feels urgent, and the bike suddenly feels alive without becoming jerky. It’s easily usable for daily riding if you’re smooth with your wrist.
Ballistic mode, though, is where things get properly unhinged. Acceleration is brutal, especially when paired with lower regen levels. On open stretches like Bandra Reclamation, the bike feels planted, confident, and shockingly quick. Triple-digit speeds arrive without drama, and stability never feels compromised.
Regenerative braking deserves special mention. With 10 levels to play with, you can tune the bike exactly to your riding style. At maximum regen, simply rolling off the throttle slows the bike aggressively enough that you barely need the brakes in city traffic. Reduce regen to mid-levels, and the bike free-rolls more naturally. Once you understand the relationship between regen and throttle input, riding becomes intuitive and almost relaxing.
Performance on bad roads (aka Mumbai)
Mumbai roads are a stress test for any motorcycle, and the X47 handles them surprisingly well. The suspension tune is well judged, comfortable at low speeds, stable when riding hard, and confidence-inspiring even on broken surfaces.
High-speed composure is solid, and even when braking hard, the chassis remains predictable. There is noticeable front-end dive under sharp braking, thanks to the long suspension travel, but it never feels unsafe.
The brakes themselves are strong and reassuring. Dual-channel ABS is standard, rear brake bite is usable and predictable, and combined with regen, stopping power is never a concern.
NVH, build quality and one concern
In terms of noise, you do hear a constant motor whine while riding. It’s not unpleasant, but it’s always there. Mechanically, nothing rattles or feels flimsy. The mirrors, indicators, flyscreen, everything feels solidly bolted together.
However, there is one thing worth flagging. Over rough patches, we could feel some movement from somewhere underneath or behind. It didn’t affect rideability, but it was noticeable. This could simply be a test bike that’s seen rough use, or something that needs better inspection during pre-delivery. Either way, it’s something Ultraviolette should address before customer deliveries.
Comfort and ergonomics
The riding position is upright, relaxed, and immediately comfortable. At 5’8” and 79 kg, felt at home on the bike. That said, the seat could be better. The padding is acceptable, but the usable area feels limited. There’s not much room to move around, which is a missed opportunity on a single-piece seat.
This isn’t uncomfortable, but it could be improved—perhaps with an optional touring seat or revised foam.
Tech overload (mostly good, sometimes glitchy)
The display is packed with information, riding data, efficiency meters, lean angle, navigation, traction control settings, ABS modes, hill-hold, radar toggles—the works. Most of it is intuitive and well laid out.
However, during my ride, the system did hang briefly and rebooted itself. It recovered quickly, but these niggles need ironing out before widespread deliveries. Software stability will be crucial for a tech-heavy motorcycle like this.
Real-world efficiency
After 24 km of mixed riding, including aggressive acceleration, the battery dropped by 13%. That’s respectable given how the bike was ridden. With 77% charge remaining, estimated range figures showed 190 km in Glide, 158 km in Combat, and 143 km in Ballistic.
Ride sensibly, and range anxiety shouldn’t be an issue.
Verdict: who is this for?
The Ultraviolette X47 Crossover is not trying to be everyone’s motorcycle and that’s a good thing. It’s fast, tech-heavy, and genuinely exciting to ride. Performance can embarrass many ICE bikes, comfort is largely sorted, and the radar tech actually adds value rather than being a gimmick.
Also read: Suzuki E-Access – First Ride Review
