CHAPTER 223 Ft. Mike Sleeter - Gypsy Tales Podcast

[@stephensnyder2559]

Gypsy tales is pretty much the only podcast That I’ll sit and watch and listen to 4 hours of straight. I like that’s it’s not an interview and just people talking about life and things going on in the sport/world.

[@JohnHowerton137]

1:43:18 - There is a great podcast on Whiskey Throttle Media with Lars Lindstrom where he talks more about how KTM went all in on hunting US SX/MX championships.

[@MainJet158]

I really enjoy the podcasts with Sleeter. So many people can talk for 30 minutes and your lucky if you get 3 minutes worth of good information. Sleeter always has a lot to say and doesn't waste many words plus he has a good sense of humor. looking forward to the next one.

[@jeremiahlogan6202]

This podcast with mike is like the movie you don’t want to end. Faaak such good content, so balanced. Cheers mate!

[@paultselembis4255]

I cant argue with a factory test rider..but my ktm 22" i love the feel of the lightness of the front end and big hit soaking ability. I run it pretty hard ..but with the kyb the front end i feel only soaks the smaller stuff better i feel ..both are set up for my weight and liking ..i actually just like the air fork..and funny u mention canstanzo.as his sticker was on my for when purchased bike..but so many people bag the air forlks out but i think they work pretty darn good for ability and tracks i ride..i just cant justify spending 8-6 k on some a-kit stuff ..another down payment on another bike for me..but love the show jase and sleets is defo always a good listening to as well

[@Revelation22_5]

Love the interviews with Mike

[@kimhunter9671]

Gypsy idea have sleeter on every 2 months or so and discuss a bit of everything like this podcast absolutely gold mate 👍 thanks 🙏

[@pewterZ01]

Sleeter’s time on here is always gold.

[@joshuaandres4550]

North Carolina is rad. My local track is literally 15 minutes from my house. It takes me longer to load up than it does to drive to the track. I’ve got at least 7-10 tracks with a 2 hr radius from me. It’s so dope.

[@conorprovan9435]

What part of nc you live?

[@DayGoodwin91]

Love this one this was very informative, Weege definitely deserves to be rich through all the work he does for the sport I wish the conversation was enough for the riders salaries to be raised and all the guys that do work behind the scenes

[@tylergillis4011]

Big supporter of the podcast and I will genuinely say this one has been my favorite. Just gained so much knowledge on a lot of different topics that I didn't have any perspective on... just questions.

[@gypsytalespodcast9369]

Great to hear!

[@MX-CO]

Excellent podcast, wild story About Sleeter's wife Glad she made it.

[@jeffbrown6880]

Cool pod, I could listen to Mike all day on his MX life. We do have different soil on our tracks, It would be nice to get Mike to help design some USA style (Big) tracks for our national series. Agree 100% with what the electric bike will allow, we could have SX/MX tracks right in the middle of major cities, just like BMX tracks. No need for the Dome at Eastern creek (Sydney). Bring on the new world of MX.

[@walterfurian8806]

Top interview Jass I really enjoyed Mike’s enthusiasm and he seems like a guy you meet at a bar and can talk shit to each other for ages.

[@JohnHowerton137]

Watching for the first time 8mo later... this podcast aged VERY well.

[@RawDawgHTM420]

Definitely do more. Can’t wait to watch u boys bench race again soon

[@mrivantchernegovski3869]

Im used to handbrakes got a extra rear caliper on the rear disc and hydro lever just under the clutch on my 155cc Pit bike for wheelie control, much easier to modulate finger than toe and it frees up ya feet to like stand on the seat as you wheelie

[@castbreeder1]

regarding to heel dropping on e bikes, will we in the future see non rigid pegs, with few degrees of rotation under pressure? like some mtb flat pedal/peg/torsion spring hybrid, which springs back in horizontal position and doesn't revolve

[@jamesgozzo7860]

that would be pretty awesome,

[@neilkaye081]

Ordered my Varg. Can’t wait to get it.

[@Central-Send]

Killer pod definitely getting one of those hats mate!

[@gypsytalespodcast9369]

Legend!

[@Mxallanx]

100% loved it.

[@aussiedropbear5058]

Great content Jase 😌👏🏼

[@fixnshet5640]

ktech drop in kit for KTM air fork is a game changer. air forks are like electric power steering, coil is like regular power steering. electric u cant "feel" the road, and power steering u can "feel" the road.

[@antssta]

Great Pod, I love when you talk about technique with guys like Mike. I’ve got a bike for you to try if your down I’ll swing you a message on ig one time

[@aidansmith1354]

Brilliant podcast fellas, very intuitive. 👍🏻 wish I could tell my story of how I snap my testicle in half on the fuel cap.

[@dfboothe]

Awesome interview What about interviewing Ty Masterpool while he's out for injury and is running top 10-15 privateer on a stock ktm 250f

[@alfredk471]

I have an idea that I think will improve MX/off-road motorcycles by making them easier to control. One of the most important areas for improving motorcycles, particularly racing motorcycles, is fitting the bike to the rider, i.e. improving the rider machine interface. The rider is basically a non-variable, one cannot change the human body, so one has to fit the machine to the human. Ease of control Improving the controls makes the motorcycle easier to control which translates into more control, more control makes higher speeds possible. You improve the controls by making them physically easier to operate, requiring less force and also less movement. Hence hydraulic disc brakes and clutches. Also by simplifying their operation or even by reducing the amount of controls. Less complicated controls or fewer controls puts less load on the rider by simplifying the task of controlling the bike. Electric bikes do this by eliminating the clutch and the gear selector. Moving the rear brake control to the handlebars (on electric and rekluse bikes) also does this because there is often a conflict between riding on the balls of your feet and the need to brake and the need to put ones foot out in right hand corners, and the need to weight the outside footpeg and need to brake in left hand corners. The gear selector also presents these problems. Here is a copy of a letter I sent to KTM R&D Department explaining my idea for improving a rider's control of their motorcycle. KTM R&D Department I have an idea that I think will improve rider control of off-road/motocross motorbikes. It could be utilized particularly on electric, but also with fuel injected, drive by wire compatible, motocross/off-road bikes. The twist grip throttle is the best practical option for controlling power and acceleration on carbureted, internal combustion engined motorcycles, but it does have a drawback, especially for motocross and offroad motorcycles because it requires a lot of movement and results in the rider lowering their elbow and/or a kinking their wrist when applying throttle. The elbows up "attack position" is pretty much established form in motocross/off-road riding. Most motocross trainers agree that a lowered elbow results in diminished control of the motorcycle because lowered elbows reduce impact absorbing ability and are awkward in a ride forward, shoulders over the handlebars, "attack" position. A kinked wrist is not good for impact absorption either. A twist throttle makes the 'elbows up' position difficult to maintain, it results in asymmetry when throttle is applied, with one elbow up, the other down, the lowered elbow causing the shoulder to drop and upper torso to move to the side. Watch the start of any motocross race, including GP's and the AMA Nationals, all the elbows are up until the gate drops and then all the right elbows drop. (check here at 7.05min kzbin.info/www/bejne/qHXSfHxmnJ6GbJY and here from 0.00min kzbin.info/www/bejne/kHLSlJmNabGZodk ) All these drawbacks are amplified when the rider is standing. Regripping the throttle is the advised method of mitigating this, however this is less than ideal because it involves briefly letting go of the throttle grip to regrip the throttle when opening or closing the throttle. There is also asymmetry with the rider's connection to the handlebar with the left hand having a fixed non-moving grip and the right hand, a moving grip. The left hand/elbow can easily be locked into the elbow up, attack position but the right elbow is continually moving up and down.I believe that asymmetry lessens control. Having one elbow up and the other flapping up and down, having one fixed grip and one moving grip.is not ideal for maximum control either. Try going through supercross whoops with one elbow down. Regripping also lessens control. Try to regrip while skimming supercross whoops. If you regrip to keep your elbow up and you suddenly need to decelerate you can end up not being able to completely shut off leading to an unexpected surge or "whiskey throttle". Proposal I propose that instead of having the position of the throttle-grip determine the amount of throttle and power, one take advantage of modern electronics (load cells) and have a mechanism that determines throttle opening according to pressure, i.e. twist force rather than throttle grip position, so instead of the position of the throttle grip determining the amount of throttle, the amount of throttle is determined by how much pressure or twist force the rider applies, with negligible actual throttle tube movement. (load cells are pressure sensors used in electronic scales and give a weight reading with negligible movement of the scale) In internal combustion motorcycles, a standard production throttle tube assembly could initially be used but with rubber stoppers allowing less than 2mm of resisted movement and instead of the throttle cable being connected to the throttle body, it's connected to a lever that applies pressure to to a load cell, the load cell being connected to a drive by wire throttle control unit that increases throttle opening when the load cell signals increased pressure. Later, if my system takes off and goes into production the pressure sensor would probably be built into the throttle housing much like a position sensor is built into the throttle housing of current ride by wire motorcycles. The optimum ratio of pressure to throttle opening will need to be determined by testing. One could even offer the option of individual tuning of the pressure to throttle opening ratio by the rider to their personal preference, similar to the different throttle tube cams that KTM currently offers .The thing with different throttle cam profiles is that a quick or short pull throttle reduces arm movement which is good but lessons throttle control which is bad, so there is always a compromise between minimum movement and throttle control. A twist pressure throttle is a solution to this problem. Turning up the pressure to throttle opening ratio would be the equivalent of having a long pull throttle (for good throttle control) without the downside of lots of (+-35 degrees) throttle tube movement. Benefits The benefits of my throttle control mechanism will be; far less movement needed to control the throttle,resulting in an easy to maintain, locked in, stable, symmetrical high elbow "attack" position, especially while standing, no need to kink ones wrist when accelerating, no need for regripping when accelerating and decelerating, increased connection with the handle bar due to handlebar grip symmetry and therefore increased feel and control. With both handlebar grips being basically fixed, non-moving, like with downhill mountain bikes, connection and feel with the handlebars and therefore control of the motorbike should improve, minimum movement (probably less than 2mm of movement) when applying throttle, much less than a short pull throttle cam but with the throttle control of a long pull throttle cam, but better because all that movement (+- 35 degrees) can actually make precise throttle control more difficult, increased front brake control. The lever positions are fixed and on the clutch side, your hand is always in the optimum position for reaching the clutch but your right hand is always moving in relation to the front brake lever. With a non-moving throttle control your right hand is always in the optimum position for reaching the front brake. Having one grip that moves, feels natural and normal to riders because that is all they know, so they might have doubts about the benefits of having both grips non-moving, but imagine if both grips moved like the throttle grip, would that not decrease handlebar connectivity and therefore control and would that not make reaching the clutch lever more difficult and therefore lessen clutch control? So conversely having both grips non-moving should increase handlebar control and front brake control. It should benefit riders with limited right wrist mobility. (wrist injuries are common in MX/offroad) Motorsport ergonomics Improving the design of the machine for better integration with the rider. The better we fit the machine to our bodies, the better we can integrate our bodies with the machine and ultimately our nervous system, the better the feel, the better the control, the faster the rider can go. Ultimately it's about being connected to your machine, so that the bike feels like an extension of your body. The rider most intune with their machine is usually the fastest. A symmetrical connection to the handlebars. Not many would argue that having both grips move like the throttle grip would diminish rider control of the machine, conversely having both grips nonmoving should increase control. Engineers and mathematicians like symmetry and I'm sure so would motorsport ergonomists.

[@alfredk471]

Testing Proof of concept tests While I am convinced that having two non-moving grips will increase handlebar feel and increase rider control with the rider being able to lock in to the attack position, keeping the right elbow up, I also believe that a twist pressure throttle will actually increase throttle control. The only way to prove this is by actual real world testing. Top riders and professionals have spent much of their lives using a twisting throttle grip and how difficult it will be to adapt and familiarize is a question that can only really be answered by actual testing. Test riders might have to spend some time relearning an action that they have gotten used to over many years of riding. However it might not take long because the actions are so similar. One would need to find the optimum settings for the ratio of pressure to throttle opening, there is even the option of a progressive, non linear, pressure increase to throttle opening ratio. (it might increase throttle control) Only once they have totally familiarize themselves with this new action, found the optimum pressure to throttle opening ratio and are completely comfortable with it, will one be able to determine if this new control device does indeed improve rider feel,comfort, control and ultimately speed. Maybe initial proof of concept tests would be easier, less complicated and cheaper to do on an electric bike like the Freeride Electric (or even KTM's prototype electric motocross bike) rather than converting a SXF to ride by wire. Initially I would suggest a high pressure to throttle opening ratio for safety, making it less likely that too much throttle is inadvertently applied and then turning up the sensitivity i.e. lowering the pressure to throttle opening ratio until an optimum is found. One way to test throttle control, once the rider has familiarized themselves, and feels comfortable with the new system, is to see if they can wheelie comfortably. Also it would be interesting to see how first time kiddie riders on SX-E 5 respond to a pressure throttle. Three scenarios in a proof of concept test 1. The rider never gets comfortable with the pressure throttle and fails to reach the level of throttle control and overall control they have with the twist throttle or some unforeseen issues arise. 2. It takes some time for the rider to adjust but they persevere and then begin to notice the benefits mentioned above. 3. The rider quickly adapts because the actions are so similar and they quickly feel the benefits. Riders seem to adapt very quickly to the rear handbrake offered on electric and automatic Rekluse clutched dirt-bikes. When sitting on my couch trying to imagine a twist pressure throttle I thought it might be difficult to adapt but then when I actually rode my off-road motorcycle while imagining/simulating having a twist pressure throttle, I was surprised at how easy it seemed. In my 'real life' simulations it actually seems advantageous in tackling hard enduro type obstacles like logs and rocks. The benefits seem greater when simulating having a pressure throttle while standing. Changing something that has an 80 year tradition will undoubtedly meet resistance from engineers, management and riders. Real progress can only be made when norms are challenged. On the one hand, changing the controls, controls that have not been changed in 80+ years, may seem revolutionary but on the other hand, the actions are so similar that it's not as radical as some might assume. With the extremely high level of professional motocross today, even small advantages can significantly affect results. Every advantage, even small advantages, can make a difference between winning and losing. Real progress often involves out of the box, revolutionary ideas but a lot of good, innovative ideas are initially rejected. My idea can be seen as both revolutionary and evolutionary. The idea of changing a fundamental control like the twist position throttle with a twist pressure controlled throttle may be revolutionary but the actions required by the rider are similar enough with the traditional twist position throttle control that it could be viewed as evolutionary rather than revolutionary. Unfortunately twist force throttle control can only be implemented on motorcycles with drive by wire capabilities besides of course the coming electric bikes. Rumours have been circulating for the last couple of years that drive or ride by wire is coming to motocross bikes but with the current bikes it would require installation of a ride by wire throttle control unit. Converting a pressure control throttle to traditional twist throttle would be simple, so having the option for older conservative riders to convert back to the traditional throttle control (though it would be ride by wire) should not be costly. Summery Motorcycle riding is a balance sport and having controls that require large movements, like the throttle control, can upset that balance. Clutch and front brake controls are fine but the throttle control simply requires too much movement. My proposed throttle control mechanism will result in much less movement when controlling the throttle, it will allow the rider to lock-in to a symmetrical elbows up position which should result in a stable, symmetrical high elbow position and stable upper body position and it will eliminate the need for regripping when accelerating and decelerating with the added benefit of both grips being fixed instead of only the left grip being fixed, and the right grip being loose and moving which should improve feel and control, and improve access to the front brake. With the coming electric bike revolution the traditional foot controls will be eliminated. This will eliminate the need to lift ones feet off the pegs when using the back brake and shifter. Lifting ones feet off the pegs diminishes control of the motorcycle and with the elimination of those archaic controls it will make sense to replace another archaic disrupting control, the twist position throttle control with a twist pressure controlled throttle. I also think my idea would be particularly beneficial in hard enduro and trials and maybe even in the high precision world of motogp. Please let me know what you (KTM) think of my idea. Thank you Alfred Karius. PS. If KTM does decide to test my idea and if they do find it beneficial and decide to patent it and use it, I hope they have the integrity to reward me for my idea.

[@paultselembis4255]

Sleets u are the man!! You speak good stuff and have all the right thoughts..u are as good as a fan to me as eli ..!!

[@stephenwilson1012]

I think jetts mind rate is faster (processes information faster) that's why his actions and reactions are smoother where as hunter makes corrections later and looking more on the edge or maybe this weed is just that good

[@arthurbax3477]

Hey bro, huge fan here, you're rocking it, been listening since Pastrana days! But this podcast you really cut off homie Mike Sleeter a lot... It felt like everytime he was about to peel back the curtain on some cool industry secret or share some insight he got cut off. Every.time. back to a more common direction... These Mike Sleeter podcasts are such gold, it was a pity it felt like we lost the "spice" on this one and Mike was a G he rolled with it. Totally know it's your own gig and you can do whatever you want, just some feedback. Keep rocking we support you!

[@gypsytalespodcast9369]

Fair comment mate, I'll always work to be better.

[@jonjackson6245]

The aspect that no one addresses about these "EV only" companies is that engineering a product is the easier part of the equation. Being able to manufacturer and scale production is the real key to success and this is much more of an engineering, logistical, and organizational challenge than building a few very cool prototypes or even limited production of a product. This is where the current manufacturers are going to bury these "EV only" companies, because they are MANUFACTURES. They make jet airplanes, ocean freighters, robots, etc... None of these "EV only" companies have been able to scale production to make an impact in any market, including Tesla. Tesla might be the only company that has any production ability and their biggest Achilles Heal has been scaling production. They also suffer from terrible quality control and a lack of customer service after the sale. Ford was able to bring to market the F-150 Lightning EV truck and the Tesla Cybertruck is still not on the market 5 years after it's announcement.

[@mixerguru]

EV bikes will fail all bikes will die before ev replaces them electric motors are transportation . internal combustion engine is the west's art Ev has no harmony

[@bigcncguy]

Fuck yeah more sleeter content

[@uncoant4750]

Hey lords... whats the go with the KTM 350 XC? On paper it looks to be a near factory 60+hp beast compared to the exe and sxf, would love to register an XC but would probably need a dodgy exe plate swap haha

[@travishicks4883]

Love you dude but there is no better home defense weapon than an AR platform with 30 rounds.

[@MrBobbit666]

Awesome interview is the flu goin round up there?

[@badazzlexx4492]

Gypsy can you pretty please put time stamps on the vids

[@Atomic6851]

New contract guidelines. Moto/supercross and whatever outside races that i the racer wanna compete in.

[@kylevoss208]

I live in Montana hell yea

[@reddawn1487]

Didn’t Alta technically change the way , and stark has funding to see it thru ?

[@johnjunkin7646]

Hate that motorcross is dying but it would be reborn when it becomes indoor/outdoor specific. 10 rounds ama supercross 5 East 5 west 8 rounds global 10 rounds out door

[@DualEnduro]

He is correct with California. The sport is big there because it was built there in the beginning. Not a lot of people know that a lot of moto companies are jammin out of the state because it is so f’d.

[@rossybruh9939]

America doesn't have the same soil or dirt everywhere. That's the biggest bullshit I have ever heard. Even Paris is hard packed and like clay and then Glen Helen had more sand and wasn't hard packed except the SX track there. I mean seriously and then Florida was sand mainly and you got Washougal it's all different. Here in Texas you got hard packed cross creek and del Valle or liberty hill and then you got Lake Whitney and Freestone more a mix and then 3 palms mainly sand and Floresville or VP that is a red loamy dirt mixed with sand that is so fun to get into and you go the hills at VP so a lot of elevation changes like millville a little. That's just ignorance talking like that. But I do understand what your getting at.

[@jakegolden7883]

Come to Maryland we have budds creeks sand in southern md, rocky hard pack in northern and western md, and red clay in western md. Same with PA, every track has different dirt it’s nuts

[@jamesgozzo7860]

out of genuine curiousity, how far do you have to drive to get to different soil for tracks in the US? I live in Melbourne Australia and an hour either direction from my place makes for a humongous change in soil. genuinely curious

[@aidansmith1354]

There are people higher up trying to kill mx sx broadcasts and promotions because it’s the most exciting enjoyable sport to watch guys. If it had free rain it would take audiences away from stick and ball sports and over boring motorsports dictated by money. I can’t be the only one who knows this?

[@tomcat551]

2.45 Amen 2 x different sports.

[@mixerguru]

totally! thank you

[@bwhaskell]

Not giving enough credit to Alta for changing the game. Lets be real here.

[@reddawn1487]

Stark Gna have to sell enough to keep afloat until they develop a product that can race as far as battery time then find out where they fit class wise . As far as stark owners can club and race each other isn’t Gna happen quick enough or at all in a viable time . Point being it could be the sickest thing ever developed but if it can’t be raced . The mx community ( who this product is made for ) are what keeps bike producers afloat , and if the majority can only afford one bike they want to race , not buying a varg. there wealthy folks out there blah blah blah . Tesla exists cause every garage has a car in it , point Being auto market is massive . Not every garage has a dirt bike In it . Long story long but cut shorter than it is ………… have to be allowed to race then it’s a no brainer but until they allowed to race they Gna have to figure how to operate and sell enough to avoid bankruptcy . Of course electric bikes are the future , and that future will be produced by the big manufactures that develop a bike while selling their gas bikes ect . The idea and product are sick , it’s the not going bankrupt while they wait to be able to compete and then have the market open up . My guess it will be called a Honda VARG , after Honda buys the tech , Ktm already developing and so on .

[@leeroydanes599]

I do think uk has good gun rules, only aloud to apply for a rifle and shotgun licence no handguns,assault rifles etc aloud and the police will do a back ground and ask for a valid reason why you want the licence and will have to have a gun safe bolted to the wall or floor

[@Atomic6851]

Chad reed bet on hiself. When he had his team.

[@db1988]

If you get the latest Gen recluse auto clutch and no one told u You wouldn't even know

[@JohnHowerton137]

When Pastrana left Supercross to be a "Freestyle specialist" did it hurt the industry? Hell no. Axell Hodges would never make it in Supercross and Ricky Carmichael would never have been a good Freestyler. Having Supercross and Motocross specialists just creates more jobs for more riders, so I say BRING IT ON. I love tradition as much as the next person, but chit evolves and I love the sport more. I love looking at and vintage racing '74 CR250 Elsinore, but I won't be canceling my Varg order for one 😂

[@ryanjimenez4620]

Came for moto got demarcates

[@boostdmarkii8659]

The ones making the money are the higher up board members at the factories and major sponsors.. unfortunatly there is no sign of much wealth spreading anytime soon as most of the world runs like this smh

[@reddawn1487]

Mxgp guys don’t have the ridiculous schedule that American riders and big reason is they don’t have a super cross gp let say . Is the global sx during gp off season and what are chances this turns into just the indoor season for gp guys? Or a whole different possibility , global happens and becomes so big in world and filling stadiums all over the globe they pay the riders finally what they worth and offer the ability to travel world wide and it snow balls it could get to point where all the top riders in america want in and where some feel pro mx will die just sue to when the global sx runs couldn’t this level of American sx die as well ? Where amwrican sx becomes arena cross as far as they have the slower riders ? Global sx could literally change the face of amercian dirt bike racing . And if it doesn’t end up just drawing our fastest guys instead it will just aid in us being slower . Global will Have the top tier competition , and progress as such and be akin to formula 1 and gp where Americans are slower . Like amerixan pro soccer . Europeans ect smoke is outdoors because that’s their focus and our secondary , industries secondary . Thus riders put out more for sx cause that’s where the cash is . The world gets together , and creates a more lucrative situation and Americans decide to stay out of it , we will fall behind .

[@carsonguerrouxo6365]

😒 ᑭᖇOᗰOᔕᗰ

[@nathanscottshoemaker2554]

It’s buisness correct

[@mixerguru]

Barf

[@thedridge10]

Love the podcast but please don’t talk about guns you both are very ignorant on the subject

[@woodman4989]

Totally agree. Just look at what they did to the public in Australia during the covid BS. That would not happen in America due to one reason. They don't get it. Just talk about dirt bikes.