Honda CBR 1000RR Forums banner

520 vs 530 chain

19K views 17 replies 14 participants last post by  Hernz 
#1 ·
#4 ·
I think both of the previous opinions didnt realize he was talking about stunting

would the 530 last longer under the harsher conditions?
 
#6 ·
i did a 520 conversion years ago. loved it till i broke all the teeth off my rear sprocket from doing wheelies. didnt take long either lol. this was on a zx7 so im pretty sure a 1000rr will snap them off much faster. just remember to use steel sprockets.
 
#10 ·
Theres no reason to switch to a 520 unless your on a track and need to shave those few pounds. For stunting keep the 530. Most ppl switch to 520 for shits and giggles and swear its a life changer using a butt dyno. Smh
 
#13 ·
For stunting, 530 steel makes sense to me. For any other situation that requires a new chain I think 520 conversion is a no brainer. Probably true that most people would not notice the difference of a few pounds of rotating mass on the street, but if you are experienced pushing the bike from time to time you will notice it for sure.

I havent done a 520 conversion to the 1000RR yet but I weighed everything carefully for the GSXR750, which was a 525, 116 link, 17T/45T stock setup. The butt dyno difference was huge, very fun mod (including the -1 tooth in the front). I assume the 530 to 520 weight reduction on the 1000RR would be significantly more weight savings than the 525->520.

stock 525 chain = 4.89 LBS
EK 3D GP 520 chain = 3.856 LBS
1.034 LBS saved

stock steel 45T rear sprocket = 1.724 LBS
Renthal aluminum 45T rear sprocket = .74 LBS
.984 LBS saved

stock steel 17T front sprocket = .581 LBS
Renthal ultra light steel 16T front sprocket = .309 LBS
.272 LBS saved

stock rear rotor= 1.742 LBS
galfer wave rear rotor = 1.507 LBS
Mikeymoto style rear rotor .83 LBS (from what I read)
potentially .9 LBS saved

For what its worth, aluminum sprocket nuts save .05 LBS vs stock steel sprocket nuts.

Pirelli Supercorsa SP V2 tires would save another few pounds of rotating mass. If you go with 180 tires instead of 190s that would save another 1.25-1.5 LBS although I am not sure if that would be worth it, I did order a 180/55/17 to try on the 1000.
 
#15 · (Edited)
Some more numbers I dug up. Looks like the Supersprox stealth 520 is near stock weight of the 530, or heavier if you add teeth. That seems surprising I would want to weight my stock 530 to verify that. The Driven aluminum 520 should be comparable to the other aluminum sprockets, although there is probably more to the story as far as hardness toughness etc. The AFAM Workslite is the lightest I have seen so far .57 LBS for 44T 520. Looks like the Renthal ultra light steel front sprocket is the way to go, lighter than the AFAM chrome-moly.

BST/Marchesini/OZ Sprocket Type
----------------------------------------
Afam Workslite Rear Sprocket 520-43 = .64 LBS
Afam Rear Sprocket 520-43 = .72 LBS
Driven "Alum" Rear Sprocket 520-43 = .71 LBS
Superlite Black Steel Rear Sprocket 520-43 = 1.5 LBS
Superprox "Stealth" Rear Sprocket 520-43 = 1.47 LBS

GSXR750 Sprocket type
-----------------------------
stock steel 525 45T = 1.72LBS
Renthal aluminum 520 45T = .74 LBS

stock steel 525 17T front sprocket = .581 LBS
Renthal ultra light steel 520 16T front sprocket = .309 LBS

1000RR Sprocket Type
-------------
Stock steel 530 42T = 1.34 LBS
Supersprox Stealth 520 45T = 1.43 LBS
AFAM 520 44t Workslite Hard Anodized Rear Sprocket=.569 LBS


Stock 530 16t Front Sprocket= .6 LBS
AFAM 520 15t Chrome-moly steel drilled Front Sprocket=.415 LBS


Stock 1000RR 530 DID chain 116 = 5.1 LBS
DID 520 ERV3 chain 118 = 4.0 LBS
EK 3D GP 520 chain 114 = 3.85 LBS
 
#17 · (Edited)
Ya that is a probably the most noticeable change when it comes to acceleration, although I took one front caliper and rotor off (not a recommended mod) and saved 3 pounds rotational plus 3 pounds unsprung and was very noticeable on both the GSXR750 and 1000RR. The GSXR750 weighs 383 LBS and the 1000RR weighs 403 LBS as they are set up now. For a light bike with a light rider a small change in rotation inertia can make a worthwhile difference if you throw the bike around a lot.

Going from memory, any weight reduction that is rotational gets a multiplication factor of 4 and rotational driveline mass gets a multiplier of 8. The equivalent weight depends on the RPM and if it is in the center or outer edge. If that mass is also unsprung it gets another boost in terms of handling 1 pound of unsprung = 3 pounds sprung. If you can imagine holding a heavy rotating mass, it does not want to change direction which simulates weight. That extra "weight" interferes with the suspension's ability to keep the wheels in contact with the pavement over bumps etc.

The high end chains like EK 3D GP and DID ERV3 claim "low friction" so you might get a 1% reduction in drive line loss, which theoretical restores 2 HP at peak power. Probably not noticeable on its own but all the little mods do add up for sure (not that the 1000RR really needs to be faster...)
 
This is an older thread, you may not receive a response, and could be reviving an old thread. Please consider creating a new thread.
Top