Topic: Will heavy duty 530 chain clear case okay on CB550?

[Kframe]

I've been reading old threads, and googling different vendors and manufacturers of chain, and I've narrowed it down to two (I think).

RK makes a heavy duty 530 chain, shown here:


It's specs list a tensile strength of 8,000 pounds, 'wear rating' of 200, and max engine size of 600cc.

Then, there's the standard D.I.D. chain:


Specs say 7,200 pounds, rating 100, engine 450cc.

My first question is whether the RK chain is wider and will rub the case like a 530 O-ring chain. 
And, if it will fit, is it worth it or necessary? 
I don't know how many pounds of force the 550 engine put on a chain, I've got no idea what 'wear ratings' are, and I wonder if the specs are for all engines of the 450 and 600cc size, or if they're referring to higher powered new inline 4's.   

(This would be a lot easier if I could just find 520 sprockets somewhere cause then I'd convert to a 520 O-ring chain.)

 
Thanks, -K

[bistromath]

You'd have to have some kinda hot 550 to put anything near maximum stress on an ordinary 530 chain. I don't know if the RK is thicker, but it doesn't matter -- a regular 530 will take twice what you can throw at it with a 550. They were spec'ed for that chain size when chains were MUCH weaker than they are today.

[TwoTired]

Both chains will work.

The DID 50 was stock Honda issue when new.  It is what I've been using for many years on the 550.  I don't know of, or have ever heard of a cb550 snapping its chain due to it's inherent power.

I'm guessing that the "wear rating" was marketing speak, somehow alluding to materials durability.  Or, otherwise meant to infer they use metal alloys that "wear better".

I hate "marketing speak".  And, I won't pay more for it.

Edit: I found out what the wear rating refers to.  It is the wear life that can be expected if the chain receives no subsequent lubrication after installation.  Since oring/xring chains have sealed in lubrication, they of course will last longer than an unlubricated standard chain.

Other factors related to wear life is the metal materials used in construction.  There can be trade-offs, like a standard chain using tougher/harder metals, that simply take longer to wear from friction. Such a chain kept in a proper lubed state could well last longer than an oring chain made with softer metals.   However, it is very easy to under lubricate a standard chain through neglect.

[cb650]

Both will work.   I used the RK on my 650 and bought some cheaper in bulk for the 360.
Only clearance issues might be if you used a oring chain.

[Kframe]

See this is why I love this forum! 
Near-instant replies with useful information instead of talking to a guy on a 1-800 number that doesn't know either and has to put you on hold to go look for the right catalog to find out.  And then he's still not sure but tells you about the great return policy in case I choose the wrong one.  Ah, no thanks.   

If it's not in the FAQ's here I know I can ask and find out quick!
Thanks!
 
-K

[B.O.X.N.I.F.E.]

FWIW, I've had two RK HD530 chains and both chains stretched quickly. I got about 4k miles out of each before I had to readjust them almost weekly (daily when I was 'on the road'). Not a bad chain for the money, but it's worth the exra bucks if you'll be putting thousands of miles on the bike in a year.

[lordmoonpie]

You'll get 520 sprockets at www.bandcexpress.co.uk if you want to convert? I convert to 520 on all my old Hondas, smaller, lighter and let's face it if a 210 bhp Ducati can run with 520 chains, my old Hondas can! 

If they don't want to ship abroad and you want to go ahead with the 520 sprockets, I'd be happy to help out as an interim post forwarder.

[dave500]

ive got 530 "o"ring on my 500 and it clears ok,it was a cheaper one,done nearly 20,000 kilometers and it has a stretched section and a tight section,so if you adjust it in the slack section it tightens up too much when you roll the wheel around,ill pay more next time,ill also go 520.

[Deltarider]

Once I had a 530 O-ring on my 500 and it cleared OK. Still I didn't like it. Had the feeling it robbed me of HP. Next time I'd like to go 520, but haven't found the parts yet: 17/34 sprockets and a 98 link 520 standard chain (cliptype masterlink). I'm not interested in O-ring chains.

[MRieck]

Once I had a 530 O-ring on my 500 and it cleared OK. Still I didn't like it. Had the feeling it robbed me of HP. Next time I'd like to go 520, but haven't found the parts yet: 17/34 sprockets and a 98 link 520 standard chain (cliptype masterlink). I'm not interested in O-ring chains.

Sprocket Specialists will make you anything you need in 520

[edbikerii]

I had a RK 530 SO O-ring chain on my CB550 for a couple thousand miles.  I thought everything was fine.  Then one day, however, I started leaking oil.  Turns out the wider chain ate through the rubber plug and the case behind the sprocket.

After I repaired that, I went to a MAXTOP "heavy duty" non-o-ring 530 from JC Whitney.  1400 miles later that chain basically just fell apart!!!  The pins separated from the side plates in several places, leaving me stranded.

I then went to a Tsubaki 530 QR Pro-Gold chain.  Not only is it beautiful, with gold-plated side plates, but it didn't stretch excessively, and has gone several thousand miles with no trouble and few adjustments.

Good luck.

[Deltarider]

I have the impression this chain appetite for carters reported mostly about 550's and not 500's. Am I wrong?

I then went to a Tsubaki 530 QR Pro-Gold chain.  Not only is it beautiful, with gold-plated side plates, but it didn't stretch excessively, and has gone several thousand miles with no trouble and few adjustments.

Yeah... not to mention you can wear it around your wrist, after it's retired from the sprockets. The last 18 years I've been using the simple 'nothing plated' Tsubaki 530 QR and I like it. Someone told me the nickleplated QR is even better, but I didn't come across that one.

Sprocket Specialists will make you anything you need in 520

Thanks, hope I can find one. Did any of you calculate the effective outcome of changing a standard 530 set (sprockets and chain) for a standard 520 set, like weight saving? BTW, I love talking physics (even when I myself don't know what I'm talking about).

[TwoTired]

ive got 530 "o"ring on my 500 and it clears ok,

Please define "ok".

I haven't measured the clearance on a 500.  But, I certainly have on the 550.  It's right around 1/8 inch clearance between cases and the STANDARD chain.  An Oring chain is not quite 1/8 inch closer to the engine case.

First:  If you just lay the Oring chain on the sprocket at rest, it may appear not to touch the case.  There are more factors for proper clearance than this initial observance.

Second:  The sprocket may not fit tightly on the spline shaft, allowing it to "wobble" while operating the bike.  The wobble can get worse with wear.  Wobble allows the chain to move toward the cases/seal.

Third:  Wear the of the sprocket hold-on plate and the shaft groove that it engages can allow the sprocket to move laterally on the spline shaft.
This is another wear dimension that must be subtracted from the observed "at rest" clearance between case and chain.

Fourth: The sprocket tooth width positions the chain in relation to the cases.  Sprocket tooth side wear allows the chain to move closer to the engine case.  Meaning a worn sprocket becomes more likely to allow chain contact with the engine case.

Fifth: The chain side plates engage the sprocket tooth sides during operation.  These can also wear over time and allow the chain to creep closer to the engine case.

When you add the width, wobble, wander, and wear factors  (Ahh, the 4 Ws  ) that occur with the bike under road conditions, you can easily get case grinding, if not now, sometime down the road.

Perhaps someone with a 500 will make comparative measurements of clearance between chain and engine case?

[lone*X]

I have read of using a spacer of some sort under the countershaft sprocket to allow for a tad more clearance when going to an o-ring chain on a 550.  What kind of spacer would this be?  And does this interfere with the keeper doing its job?

[TwoTired]

You can mill off about an eight of an inch off the outside surface of the front sprocket.  This offsets the front sprocket for chain clearance.  In theory, the keeper will hold the offset without a spacer.  I think I'd put an eight inch spacer on there anyway.
But, I'm quite happy with standard chain performance.  They are lighter, and bend more easily than oring types.  And thus, rob less HP going to the rear wheel.

I suppose an oring chain might be an advantage if you are going use the 550 for a long, long haul where lube and cleaning will be more bother than in a home setting.
But, the long haul is why I bought the 750s.


P.S.  Has anyone worn out a 630 oring chain given proper maintenance?  How long can these last?

[MRieck]

You can mill off about an eight of an inch off the outside surface of the front sprocket.  This offsets the front sprocket for chain clearance.  In theory, the keeper will hold the offset without a spacer.  I think I'd put an eight inch spacer on there anyway.
But, I'm quite happy with standard chain performance.  They are lighter, and bend more easily than oring types.  And thus, rob less HP going to the rear wheel.

I suppose an oring chain might be an advantage if you are going use the 550 for a long, long haul where lube and cleaning will be more bother than in a home setting.
But, the long haul is why I bought the 750s.


P.S.  Has anyone worn out a 630 oring chain given proper maintenance?  How long can these last?

   Depends on how many times they have been washed and ridden in the rain.

[dave500]

o rings chains belong on dirt bikes,the pavement is no where near as harsh an environment.maintained off course.

[B.O.X.N.I.F.E.]

the 520 conversion is interesting. Anyone have links for items that will replace stock 550 & 500 gearing? I'm having trouble navagating that UK site.

[Deltarider]

A standard 500 or 550 will not bring more than 42 hp on the rear sprocket. One would think a 520 chain should be good enough. Is any of you capable of calculating the effective outcome of changing a standard 530 set (sprockets and chain) for a standard 520 set, like in terms of weight saving, etc?

[MRieck]

the 520 conversion is interesting. Anyone have links for items that will replace stock 550 & 500 gearing? I'm having trouble navagating that UK site.

   
        www.sprocketspecialists.com

[Kframe]

A standard 500 or 550 will not bring more than 42 hp on the rear sprocket. One would think a 520 chain should be good enough. Is any of you capable of calculating the effective outcome of changing a standard 530 set (sprockets and chain) for a standard 520 set, like in terms of weight saving, etc?

I think the "effective outcome" is in the eye of the beholder, to some degree.  Some report that finding 520 chains is easier and cheaper in their locale, but with the 'net these days that's pretty much canceled out.  If you're talking strictly about weight savings and the resultant fractions of a second shaved at the races, man, that's a narrow hair to split and probably hard to isolate and quantify.  Even if you had one racer ride the same circuit on the same bike within minutes of swapping out those 3 components, any change in gate times can't be linked (ha ha) to the lighter chain.  There are just too many variables in the riders input to pin it on the chain.  It is an interesting hypothetical exercise in physics though!
-K

[edbikerii]

If you're going to that length to replace the chain and sprockets with lighter stuff, chances are that is just one of many other modifications you will make in order to lighten up the bike.  When racing, every gram counts!!!

...
If you're talking strictly about weight savings and the resultant fractions of a second shaved at the races, man, that's a narrow hair to split and probably hard to isolate and quantify.  Even if you had one racer ride the same circuit on the same bike within minutes of swapping out those 3 components, any change in gate times can't be linked (ha ha) to the lighter chain.  There are just too many variables in the riders input to pin it on the chain.  It is an interesting hypothetical exercise in physics though!
-K

[MRieck]

 The 520 chain is a tighter fit on the sprockets. There is less side play. Make sure your alignment is good. It takes less power to turn the 520 than a 530.

[Kframe]

If you're going to that length to replace the chain and sprockets with lighter stuff, chances are that is just one of many other modifications you will make in order to lighten up the bike.  When racing, every gram counts!!!

Touche'

 

[Kframe]

The 520 chain is a tighter fit on the sprockets. There is less side play. Make sure your alignment is good. It takes less power to turn the 520 than a 530.

I don't think anyone is recommending sticking a 520 chain on 530 sprockets.   

It would be a complete changeover, new 520 sprockets with new 520 chain.
-K