Is India ready for electric performance motorcycles | Chat with Ultraviolette

Recently, Rajiv Bajaj, MD at Bajaj Auto, made a remark about Ultraviolette during an interview, and the company took a note of it with Ultraviolette Co-founder and CEO, Narayan Subramaniam challenging Bajaj Auto and other OEMs to race Ultraviolette’s bikes at an upcoming event.

EVreporter spoke to Vinayak Bhat, the Chief Product Officer at Ultraviolette Automotive to know about the racing challenge and also discuss electric performance motorcycling in India.

What’s the motivation behind issuing this racing challenge to Bajaj and other OEMs?

The entire premise of the racing platform is to showcase technology. Ultraviolette has always been at the forefront, emphasising its high-performance technology designed and made in India. This is an opportunity for to showcase where Ultraviolette stands in comparison to the competition, regardless of whether it’s an EV or an ICE engine.

It didn’t seem like Mr Bajaj was questioning your bike’s technical capabilities. His comments appeared to focus more on the sales figures. He seemed to suggest that the category isn’t really suited to going electric. What makes you believe that India is ready for electric motorcycles, including performance bikes?

I’m sure Mr Bajaj has his reasons. But our perspective is similar to what the Pulsar brand did for Indian motorcycling. It wasn’t about the commuter segment or how efficient it was; it was about a dream, an aspiration, and performance. That’s what the Pulsar and KTM lineups stand for.

This aligns with Ultraviolette’s philosophy—that motorcycling isn’t just about utility; it’s about passion and dreams. Every child dreams of having that perfect poster on their wall, imagining their dream vehicle, and that’s the dream we’re trying to create for people.

Some of Ultraviolette F77 MACH 2’s specifications are strikingly similar to that of Bajaj Pulsar NS400 or Dominar 400. Was this intentional benchmarking?

It’s about showcasing what the machine is capable of. When we started, our goal was to compete headon in the 300 to 400 cc category, as that’s where the performance segment lies. Moreover, EVs have often been perceived as boring or low-performing, so to compete effectively, our specifications needed to match or exceed the competition.

Over the years, we’ve learned a lot and have seen many products in this segment. Today, we have a range of 300 and 400 cc vehicles where performance is not a limiting factor. With the F77 MACH 2, we have a top speed of 155 km/h, 100 Nm of torque, and an impressive range of 323 km.

Can you also discuss the difference in torque? I believe the Bajaj Dominar has a torque rating of around 35 Nm. How does that compare to your vehicle?

Absolutely. The key thing about EVs is that they provide a lot of torque right from 0 RPM, which eliminates the need for a gearbox. In an IC engine, you typically have 5 or 6 gears and need to rev the engine to reach the optimal RPM for peak torque. This involves a system of gearing and reduction ratios to transfer power to the wheels. However, in EVs, the motor can produce much higher torque instantly—there’s no idling or rev matching involved. You simply supply electricity, and you get an immediate burst of mechanical energy. When we say we have 100 Nm of torque at the motor shaft level, with a single-step reduction to the rear wheel, it effectively multiplies to produce over 500 or even 600 Nm of torque.

Many factors contribute to making a motorcycle a worthwhile purchase from a customer’s perspective, such as support, dependability, and price. How do your products compare against others on these non-performance-oriented parameters?

When I compare our model to IC engines in this category, such as KTM, Yamaha, and Pulsar, the F77 MACH 2 stands out for its exceptional performance. As you mentioned, durability, longevity, and the economic sense of ownership are also crucial. We offer an industry-leading battery warranty of 8 lakh km or 8 years, which reflects our commitment to durability. We’ve tested our products to ensure they outlast the vehicle’s life. Typically, people don’t keep motorcycles for more than five years, but our warranty indicates that the battery is still good as new.

We recently released a video showcasing our efficiency under challenging conditions, proving its capability in rough terrains. Our endurance riders regularly cover 600 to 800 km in a day across a fleet of over 15 vehicles, each having surpassed 100,000 km. While regular wear-and-tear components like chains, sprockets, and braking systems need maintenance, there are no oil filters, engine oil, or clutch pads to replace.

This makes it economical for owners, as they save on fuel and maintenance costs. So, we’ve addressed durability, longevity, and economic viability as key aspects of our offering.

From a product development perspective, what are the challenges in designing and producing a performance bike compared to a regular electric commuter bikes?

Unlike the scooter segment of EVs, where power output typically stands at around 8 kilowatts or less, and battery packs range from 3 to 4 kWh, we faced significant challenges when developing the F77 MACH 2. We needed to output much more power, torque, and battery capacity. Our battery pack is one of the largest in Asia, with an installed capacity of 12 kilowatts, producing between 30 and 40 kilowatts of power, which isn’t readily available from existing supply chains.

Every aspect of the vehicle—from the vehicle control unit to the charger, battery management system, and the battery pack—had to be designed in-house. We couldn’t rely on the supply chain for parts, which sets us apart from other EV manufacturers in India and even many four-wheelers.

In the two-wheeler segment, engineering a performance motorcycle is particularly challenging due to space constraints, cost factors, and supply chain issues. This was the most difficult aspect, as we had to develop everything ourselves to achieve the desired outputs, while also ensuring safety, certification, and durability.

E-motorcycle sales haven’t been impressive in India so far. What do you think are the main reasons for this and what are your plans for increasing Ultraviolette’s sales?

Ultraviolette is expanding not only in the domestic market but also internationally. This year, our showrooms are already active in countries like Turkey, Germany, and Spain, and we have received certification for Europe, which opens up a significant market for exports. We’re also focusing on domestic network expansion; over the last two weeks, we’ve opened new showrooms in cities like Pune, Ahmedabad, Hyderabad, and Kochi. This will continue until we reach around 15 to 18 showrooms in the next quarter, increasing our touch points in major cities.

When it comes to e-motorcycle sales, we are at a tipping point where people are beginning to recognize the capabilities of these vehicles. A new technology and a new brand can be challenging for consumers during the buying process. Even if someone is aware of our product, they need to understand what the technology offers, the reasons for the cost, and the benefits they can derive. This takes time, but we are seeing increased awareness and demand compared to last quarter.

Our goal is to accelerate EV adoption by delivering great products at accessible prices. While EVs may seem expensive, if you look at the 300 to 400 cc category in ICE, they are priced around INR 2.5 to 3 lakh ex-showroom, plus there’s a significant additional cost to get the vehicle on-road. Since EVs often don’t incur road tax, their effective cost is lower. People may not realize that the price is competitive and that whatever they spend now can be recovered in operational savings over the next two years.

Also read: Ultraviolette unveils F77 Mach 2 electric motorcycle at INR 2.99 lakh