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Millertyme Racing, 1125 Main Street, Sussex, NB (2026)

12/24/2025

So this has been happening...
Everyday we are thankful for our clients and friends, and today is no exception.

The season wound down almost 2 months ago, but that does not mean nothing is going on.

Along with current lineup, we have made changes to support more bikes and their owners.

In 2026, we are able to offer tuning through the ECU of most Indian, Polaris, Can-Am and CFMoto models - Please contact us with year and model to confirm.

When it comes to SXS's, we have limitations due to the size of the new models - Lets talk and see if we will be physically able to tune you bike on our dyno.

Before you know it, we will be gearing up for another season. WE are looking forward to seeing our friends, returning clients and, of course, NEW Clients.

From our family to yours, want to wish everyone a Merry Christmas and a Safe Holiday Season. Here's to a short winter, and an early spring.

Millertyme Racing, where we treat your bike like our own.
Woolich Racing
SuperFlow Dynos and Flowbenches
Dynojet Research Inc.

Collaborations with
Swetshop Creations
W***y Runsracing

and the newest additions

FWLRtuning
HP Tuners
Our reputation is built on our clients and their recommendations and referals.
Like, Share and Comment on this post - in 14 days, a tally will be made, and shortly into the new year, there will be a draw for a couple of prizes (prizes are not confirmed, but will be posted prior to the draw)

Stay TUNED.....

09/17/2025

So, this happened the other day....
A new client came in with his 2019 Kawasaki Z900RS. His complaint was the throttle was horrible. He had even tried replacing the throttle tube with an aftermarket one that had good reviews on reducing the issue, but he still was not happy with the results... So, he came to see us.
We have tuned a few of the Z900's, but it was the first time to tune the RS model.
The metallic Root beer and Orange color scheme of the bike was to match the 1973 Z900, and it looks Great.
On a side note, It looks so good, that another client stopped in to inquire about having his bike tuned, and the first thing he asked was "it a '73 or '74?" When he was told that it was a 2019, he was surprised.
So, we got started... Same process, but this ecu needed to be flashed using a bench harness. That means the ecu has to come out of the bike each time we make a change. Kawasaki was nice enough to mount it under the seat, but also under a welded bracket,🤨, that would require the undertail be removed to get it out. BUT, the engineers came through, although likely by accident, as the positioning of the ecu allowed us to read the p/n, as well as unplug the factory harness and install the bench harness without taking anything apart....Already, we felt that the day was going to be good 😉
We started getting data, and making changes, then gather more, and repeat...
When we felt that the bike was pretty much dialed in, we set up the dyno for 5th gear pulls - 35 to 120 mph.
As you can see in the pictures, we had an increase in numbers right from the hit. The biggest increase was between 5 and 8K., where we saw an increase of 5 lbft of torque.
The peak numbers went from 88/56 to 91/60. The throttle felt smooth, and the afr was pretty much linear.
Well, it was time to give the bike back to the owner, so we loaded it up, and they were on their way home.
The owner said he would get back to us after he had a chance to ride it, and today, we heard from him. With his permission, here is his report...
"Brian, for 6 years and 62,000 kms, my bike has had a snatchy throttle. I never realized how much better it could be until today. Shifting is so much smoother. Actually, the whole rev range feels smoother. Really, that's all I was looking for, but the extra power, especially in the midrange where you use it most, is a nice bonus. Thank you for your attention to detail and hospitality. I have already started telling people about your services."
Thank you Daryl for coming to see us, and trusting us with your bike.
Millertyme Racing, where we treat your bike like our own
Woolich Racing
SuperFlow Dynos and Flowbenches

09/15/2025

First off, we just passes 1000 followers... we have all of our great clients to thank for this.

So this happened last week...
A new client, with a new to him bike, came in to check the current tune and potentially get his bike tuned.
The bike is an 09 1500 Vulcan with over 70,000 km AND stock exhaust with baffles.
The ECU had been sent away by the previous owner for a mail in flash using different software and this is the first time we had the opportunity to do a comparison with this company.
The tune was relatively smooth but rich - because of the afr, throttle response was noticeably sluggish. The owner asked if we could flash the ECU and give him one of our tunes - which we were more than happy to do.
Normally we get the before and after data at the end of the tuning session, but since we would not be able to put the tune that was currently on the bike back on, we got the before data before we started tuning.
We wired up the ECU and started doing what we always do.
Ride the bike, get data, make some changes, flash ECU and ride the bike again.
We collected data 3 or 4 times making changes each time and the bike started to feel better on the dyno after each change. When we were happy with the throttle response, we decided that it was time to get data again. 5th gear pulls, 40 to 130 mph and here are the results...
From the initial hit we picked up 5 Lbft of torque. The changes carried all the way to the limiter, not that value, but still showed improvements.
When we look at the AFR, what was in the 11s for the mail in tune was now is between 12.5 and 12.8 at wot.
We also saw a change in the ET of 0.2 seconds.
We just heard back from the owner..."Low end and throttle response has been incredible, Thanks Tony"
Thank you Tony for coming to hang out and trusting us with your bike.
Millertyme Racing, where we treat your bike like our own.
Woolich Racing
SuperFlow Dynos and Flowbenches

09/13/2025

So this happened the other day...
A new client came in with his 2015 Yamaha FZ09 for an ecu flash and tuning.
This bike did not have any real surprises, as the base line data was about what we expected - lean down low, and a little rich at the top.
Now the process doesn't vary much between the different makes and models, and for those who have been following along, it will be familiar... ride the bike, get data, make changes, flash the ecu, and repeat.

The data today was gathered in 5th gear, speeds from 35 to 135 mph. We ended with data from the stock tune, "tuned" tune, and just for our information, "B" power mode.
Without getting into the stock timing, these results were from fueling and changes to the restrictions. The Electronic Throttle did have restrictions, but not as severe as some that we have seen.
So, on to the data... which is why most of you have made it this far.
First thing we saw was a nice smooth torque curve from the hit - it made the dip from the stock tune dissappear ( the dip was still in the "B" mode, because we didn't make ETV changes to this mode - mostly because in this mode we want lower power due to the conditions that made us want to select it)
So we saw an increase of almost 5 lbft of torque starting at 3K. We did see slight improvements in the mid rpm, but after 9500, the obvious change was due to restrictions in the ecu. Numbers are 102/58, up from 98/57. (Where the peak hp is now, the stock tune hp number had dropped to 88).
As you may notice on the graph, the lower trace is "B" mode, and the peak number is exactly where the stock "A" mode power is at the limiter. The difference between the modes happened above 6k.
At the end of the day, we were happy with how the bike was working - Throttle response was crisp and no decel pop. The other improvement was the et for the data. We saw a reduction of 0.2 seconds in the acceleration from 35 to 135.
We already heard back from our client about for the bike was working, and we got the OK to quote him...
"Bikes great! I could notice the difference the second i left the lot. moving through all the gears is smooth as butter, and now having access to the full power of the bike i will be having a lot of fun the rest of the season. Thanks alot! Will definitely recommend you to family and friends!"

Thank you Kohl for trusting us with your bike.
Millertyme Racing where we treat your bike like our own.
Woolich Racing
SuperFlow Dynos and Flowbenches

09/11/2025

So, this happened the other day.. a new client, and racer from shubie, had called to get his 08 GSXR600 tuned. We scheduled him in, and he made the trip from Sydney.
We weren't sure what to expect since the report was that the bike wouldn't rev past 11k. When he arrived, we loaded the bike on the dyno, hooked it up and prepared to get started.
It was at this point that the issue might have been discovered. The tune the owner put on his bike was one that was downloaded from the internet, and it was not good - (afterward, we went and found the same file, just to confirm that it wasn't changed after it was downloaded, and we did confirm that the exact file was used).
So, moving on...
The issues with the tune was that there were areas of the map that the bike could not get past due to fueling. We tried to make a data pull, and the bike wanted nothing to do with it - we can only imagine how it must have felt coming over the top of 5 or onto the front straight, and have the bike become so unstable.

As you will see from the picture, the before data was, to say the least, unnerving. Before anyone asks, the data looks like it does due to throttle input and trying to get to the limiter. The hesitation was so significant that the tracer actually would get hung up on one cell like it was on the limiter. We, along with the owner, had the opportunity to watch this live.
The downloaded map had some very large numbers (high +40's), and after tuning, the same sections were significantly different (-7 for example).
So, data time.
5th gear, 35 to 135, and go...
The before data was for the most part useless, but wanted to include it in the picture as reference.
Even during the tuning, after we were able to make a clean pull, each time we made some fueling changes, we didn't see an increase in hp, but the et kept decreasing. By the end of the tuning, we had reduced the et by 0.3 seconds (and if you take into account the throttle modulation of the original data, the et dropped by over 3 seconds.
The torque was smooth, and quite linear, and the hp was just over 81. These numbers are lower than the same size new bike, but in the range of what we see for a stock motor of this generation. He was putting up some respectable times with the old tune, so street he gets used to the bike, they should only get better.
We are looking forward to getting a report from the rider after the next race weekend.
We believe that he might have to get used to riding the bike again, as there were no smooth spots in the original tune.
Thank you Keagan for trusting us with your bike.
Millertyme Racing , where we treat your bike like our own
SuperFlow Dynos and Flowbenches

09/06/2025

So since we couldn't go racing, I guess it's a good day to work.
So this happened today... A new client came in with the 2019 Honda CB1000R looking to get it tuned. He said the bike had a hesitation around 4500 RPM and the bike was a little twitchy.
So we started; same process as the rest - ride the bike, gather data, make changes, write the ECU and repeat.
While doing this, we ran into a little delay that required the assistance of tech support, which has always top notch - thank you Matt.
After several sessions tuning sessions, we were ready to get some data. 5th gear pulls, 35 to 140 mph were the settings and like always, we did before and after tune data to compare.
Before we get into the result, we will say that this bike did not have the worse electronic throttle we have seen, but it was likely in the top 5 - actual WOT was only achieved from 8000 to 9500 rpm. After the throttle was corrected there was some extra tuning required, since some of the map had never been reached before today because of the factory restrictions...
Now, on to the results. We saw an increase of almost 4 lbft torque at the initial hit - around 3000 rpm. This increase carried on to about 5200 rpm, where it returned to a stock number. Then, a little over 7200, we saw the numbers starting to change, and continued right to the limiter. As the rpm increased, the changes increased, yielding a gain of almost 10hp. Stock hp was just shy of 115 @ 9500, while the tuned came in just below 125 @ 10200. The bike felt responsive, and we were happy with the results.
Since the client trailered his bike, he decided to take it for a little ride before loading it up. He was gone for about 5 minutes, and when he came back, informed us that the hesitation was gone, and the bike felt good... just the feedback we like to hear.

Fast forward 5 hours, and we received a message from the owner - we asked if he would mind if we quoted him, and here is his reply...

"Holy hell. Just got
back from a rip down the highway and it pulls like a rocket now, even in 6th. I used to drop to 4th when pulling around someone, now doing that the front tire started lifting.
It’s a completely different bike. Thanks again I should of brought it to you long ago."

Thank you Nick for trusting us with your bike.

Millertyme Racing, where we treat your bike like our own.
Woolich Racing
SuperFlow Dynos and Flowbenches

08/07/2025

So this happened a few days ago.... 😉 We had a new client come in with a 2025 ZX10R for a tune. We got into it, and looking at the stock tune, we knew there were improvements to be made. The ETV is heavily restricted - only actually gets to 100% throttle at 11300 rpm. But 13800, it was back below 30% open - this could be interesting. Starting out where we always do, ride, data, flash and repeat. Part throttle was lean, and after we got it cleaned up, we were ready for actual data pulls. This post is not a long read, but the pictures show it all.We made 5th gear pulls, 35 to 155 mph - stock and tuned data were overlaid, and the results were clear. As you might notice, the 2 pulls were almost exactly the same, that is up to 9500, or so. At that point, things changed. When we first started getting data, the ETV maps had already been unrestricted, so the stock tune was never experienced until the final pull - and it felt like we rolled off the throttle before the limiter (well, we didn't, but the ecu had a different agenda). With only some smoothing out of the timing maps, this time was all fueling and removing restrictions. So, the data. Like already mentioned, up to 9500-ish, the data was almost the same. But, after that, is where we saw what the ecu was doing, and what the changes yielded. On the stock tune, peak hp was 150 @ 10400rpm. After tuning, peak hp was 160 @ 11600. And on a side note, when the bike was at its peak, the stock tune had already dropped off to a little under 130 hp.So, we ended up with a gain of 10 peak hp, but almost 30 hp at the limiter...We also saw in the data, that the et for the pull was 9.1 seconds, and dropped to 8.8 seconds to go from 35 to 155. Thank you Abhay for trusting us with your bike.
Millertyme Racing where we treat your bike like our own.
Woolich Racing
SuperFlow Dynos and Flowbenches
Sussex, New Brunswick

07/16/2025

So this happened today.... But keep in mind that things have happened almost every day since the last post. BUT, today was a first for us.
A new client came in with a 2018 KTM 690 Duke looking to get it tuned. The supported ecu's only showed European/Australian models - but we still had the ability to read the ecu, and it turned out that it was one of the ecu's listed was actually on the Canadian bike. (We shared this information with Woolich, so they are able to update their data base.)
So, we were able to proceed.
The bike was quite lean down low, and at WOT, the fueling was a little rich - but not swimming in fuel.
The bike arrived with a full header, Akrapovic slip on, SAS Delete and Air box delete.
Since it was the first KTM to tune, we spent some time looking at what options we had in regards to restrictions and elimination of CEL's. Surprisingly, the ETV was not restricted like we expected.

So, let the tuning begin....
Same as all bikes, Ride it, collect data, make changes, Flash, and repeat. It took a few sessions to get the part throttle afr's cleaned up to where we wanted them - and at the end of each data session, we did two pulls in 5th gear from 35 to 110 mph, just to get some data for WOT.
After all the changes were made, and we were happy with how the bike was running, it was time for data.

Again, 5th gear, 35 to 110 mph, and here we go.
We started to see an increase right from around 2700 rpm, and it increased smoothly until it reached a total of almost 5 hp gains - then held it right to the limiter.

The part throttle response was drastically improved, according to us riding the bike on the dyno. But, as mentioned in previous posts, that data can not be logged, and must be experienced - and the owner already reported back to us after his ride home.

Permission was given to quote him....
"Hey Brian, this thing is alive!! So much smoother and when i crack full throttle I can feel more pull, thanks again, I didn’t think I can love my bike anymore but here I am haha"

Thank you Pat for trusting us with your bike - and the video...

Millertyme Racing, where we treat your bike like our own
Woolich Racing
SuperFlow Dynos and Flowbenches

06/20/2025

So this happened the other day. A new client came in with and 08 CBR 1000RR.

The bike didn't look like your typical CBR. The entire bike was dressed up with carbon - including the wheels. The frame was stock, but capped with carbon fiber.

The client came in for a flash, so we got the bike on the dyno strapped it down, and wired it up to get ready for the first data session. The live data indicated at the inlet air pressure sensor was not reading a value. At this point we shut down the bike, grabbed a few tools, and started to look for the issue. Thankfully, this was an easy sensor to locate and discover the problem... the vacuum line had become disconnected. This turned out to be a very quick, simple fix. We tested it before assembling the bike, and the sensor was reading a value and responsive so we put the bike back together to get ready for tuning. On a side note, The client mentioned the bike didn't like to transition from off to on throttle - the throttle was very abrupt. Looking at the fuel maps and the fact that the sensor was not changing a value, we believed that the problem would now be gone in regards to that issue.

So we started the tune same as every other bike - ride, collect data, make changes, right again and collect more data. This process occured several times, at which point we are getting happy with the tune and how the bike was responding.

Now, on to the data... 5th gear pulls, 35 to 155 mph. The baseline pull had a feeling like the tire spun on the drum. But after looking at the data it was obvious that there was no tire spin but the tune just went flat. Then we got the "after tuned" data.

So the results are in. At 3600 RPM we went from 42 to 55 lbft. Around 5K torque was the same as stock but around 6800 with the 82, up from 70. The torque increase carried right to 12K with a varying net increase of between 4 and 10 LB feet peak horsepower was achieved - 148, up from 135.

As you can see from the data we were able to eliminate the flat spot at the peak horsepower. Like all of our other posts this data only tells part of the story... improvements like crisp transition from off to on throttle and smooth acceleration has to be felt. We have already heard back from the owner as he was able to take the bike for a quick test ride when he got home.

"Just took Carbon Pearl for a rip, she’s right and smooth. Amazing difference in control. I didn’t have a chance to open her up as it’s wet here but when the sun comes up she will be tested. Thank you again it was a spectacular experience watching you and being a part of it."

Thank you Mike for trusting us with your bike.

Millertyme Racing where we treat your bike like our own.
Woolich Racing
SuperFlow Dynos and Flowbenches
Sussex, New Brunswick

06/13/2025

So, this happened last week.... trying to get caught up...
Well, we had a new client come in with 2 R6 race bikes - an A and B bike.
The "A" bike was using a Bazzaz tuner, and the "B" bike was using a PCV. Both bikes were being tuned on pump gas, and then a tune on MR12 for the "A" bike.

The B bike has a stock motor. The A bike has head work, decked block, indexed cams.

We got started with the B bike, and there was some work to do cleaning up the map. When we were happy, we got data.... more on that after.

On to the "A" bike... same process in pump gas. This map was quite linear to begin with - just some relatively small changes required. Then, drain the tank, Crack open a new pail of MR12 and fill it up. It took a few minutes before we could sense the race fuel - afr went lean, and the smell... 😉.

At this time, the whole map was selected and we added fuel everywhere, data collection and repeat until the afr came back to where it was on pump gas ( this was around 12% increase in fuel).

Now the data. All pulls were 5th gear 35 to 130 mph. The B bike data was 95 hp/46 lbft torque. The A bike on pump gas was 105/48. The MR12 got us up to 108/51. The owner has yamaha software to make timing changes, and we made several changes, collecting data each time. When the power stopped increasing, we went back 2 degrees, and called it good.
Thank you Chris for trusting us with your bike.
Millertyme Racing , where we treat your bike like our own.
SuperFlow Dynos and Flowbenches
Dynojet Research Inc.
Sussex, New Brunswick

06/12/2025

So, this happened the other day...
A returning client came in with his 2014 Harley Ultra. We tuned his 09 last year, and likely it so much, he brought us his other bike.
For those of you who read our posts, they sound like the rest... but most of the bike we see have very similar ailments.

Starting out, we wired up the bike, and got started. The stock tune was lean, and it needed some work to get it where we wanted it, but time well spent.
After several sessions collecting data, making changes, and taking the occasional break to let the bike cool, and enjoy a coffee, that the owner walked to get, we were ready to get some data...
5th gear pulls, 40 to 125 mph, gave us the information.
We saw an increase of 10 lbft torque (82 #) around 2K rpm.
Peak torque occured around 3500, where we saw an increase of 4 lbft over stock. Final numbers were 84/98, up from 82/94. But we can see from the graph, the torque is what the owner should feel.

We already heard from him, and like last year with his 09, he gave us his feelings...

"Hello again Brian.
Thank you for the tune on my 2014 Ultra Limited 😃
The ride home afterwards was very nice. The feel of the bike under me was more intuned to my style of riding. Can’t say much more than it was just a great ride. Felt good to roll in and out of the corners, response was so smooth.
Thanks again.
Millertyme Rocks 🤙"

Thank you Dan, for the feedback, and trusting us with your bike, again.

It's always a pleasure working with our clients to get their bike running is best.

Millertyme Racing , where we treat your bike like our own.
Woolich Racing
SuperFlow Dynos and Flowbenches
Sussex, New Brunswick

06/03/2025

So, this happened last week...
A friend and client from Moncton brought us his Yamaha R3 race bike. It was to tune it for a new racer, new to the light weight class, not to sARL general discussion .

So we got into it, flash to clean up the fueling and play with some timing to make the bike competitive.
The end results were nice, with an increase of 8+% hp, and that was without the Hindle baffle - check out the post from last year where we went into more detail about the true benefit, and confirmed what Hindle Exhaust states.
Well, for those who don't want to go searching, we have seen an increase of 1.5hp on the 400cc light weight bikes, and a little over 1hp on the 250's and 300's. To put it into % gains, the $100 baffle is yielding around a 4% gain.
The reason we are using %, rather than actual hp numbers, is when we post that after the tune, we picked up almost 4hp, that number looks quite insignificant. The truth is, when the bike only makes 34 to begin with, 37.5hp is great gains, and when the baffle arrives, it could be closer to 39hp.
When we finished tuning, the throttle response was crisp, acceleration was smooth, and the throttle transition from off to on was instant.
We are looking forward to hearing from the new rider what he thinks.
Thank you Sylvain for trusting us with the bike, and now it is all up to Tim.
Millertyme Racing , where we treat your bike like our own.
Woolich Racing
SuperFlow Dynos and Flowbenches
Sussex, New Brunswick

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