520/530 setup comparison
03-31-2013, 10:12 PM
#1
THE LANE CARVER
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520/530 setup comparison
What's the main reason riders go to 520? Just for weight reduction? Maybe a few pounds or so? I'm trying to decide if its worth switching to 520 since I'll be getting a new chain soon.
03-31-2013, 11:06 PM
#2
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Yes, weight reduction would be the main reason, including on the sprockets. They don't have to be as beefy as the 530.
The 520 may last a bit less, but it is insignificant compared with the benefit of weight reduction.
Got to warn you though, this thread may very easily turn into something like the oil threads, lot's of opinions and most are correct in their own kinda way
If you do go for the 520, take the better ones, don't get the cheap crap.
The 520 may last a bit less, but it is insignificant compared with the benefit of weight reduction.
Got to warn you though, this thread may very easily turn into something like the oil threads, lot's of opinions and most are correct in their own kinda way
If you do go for the 520, take the better ones, don't get the cheap crap.
03-31-2013, 11:32 PM
#3
THE LANE CARVER
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What setup are you using? I was gonna go with one of these sprockets but haven't decided yet.
Super Bike Supply - Your source for sportbike parts and accessories geared for racing and street bikes and their owners. : -
JT 530 Rear Sprocket Honda VTR 1000 F 1998 2004 43T | eBay
Super Bike Supply - Your source for sportbike parts and accessories geared for racing and street bikes and their owners. : -
JT 530 Rear Sprocket Honda VTR 1000 F 1998 2004 43T | eBay
04-01-2013, 12:15 AM
#4
Out of my mind, back in 5
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When you are looking for weight savings in the drive train, going 530->520 is a good idea... Going for an aluminium rear sprocket usually is not, at least not on the VTR, as it tends to eat them up in a very short time due to the torque... If you do want a lightweight sprocket, the really, really expensive ones that are dual metal with an aluminium or titanium center and steel teeth are the only feasible options, so not really cost effective...
When you swap the chain, swap the entire package, putting a new chain on old sprockets makes the chain wear out faster, so in the end it's not good for longeviety or your wallet...
04-01-2013, 12:25 AM
#5
THE LANE CARVER
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Thx Tweety. I like the idea of keeping strength of 530, but the 520 set is a bit cheaper, and of course lighter. As in my previous post the links i provided I was gonna go with an aluminum center and steel tooth combo. Is the weight reduction really that much to give up the strength and longevity of 530?
04-01-2013, 01:32 AM
#6
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For me personally, I have gone with a dual metal 530 rear sprocket... Mostly because my engine has been properly worked over, and giving out a fair amount more than stock bhp, so I'd not feel comfortable with a 520 chain... And since I'm running much lighter wheels than stock, I doubt the difference is noticable really...
But, on a stock bike, the difference in longeviety shouldn't really be a problem... It's more a question of preference than anything else...
But, on a stock bike, the difference in longeviety shouldn't really be a problem... It's more a question of preference than anything else...
05-12-2013, 06:06 PM
#7
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Curious why a SH would eat sprockets faster than anything else. V-2's have a far smoother power output over I4's (except Yamaha's cross plane) due to the piston's start/stop inertia cancelling each other out. Torque at the crank is offset by gear ratios so torque at the wheel is probably pretty close to the same from even a 600 I-4 (they accelerate just as fast) to the SH.
05-12-2013, 07:06 PM
#9
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I use ONLY mobil 1 pure synthetic on my 533 chain......
Actually, I got a 520 conversion setup over the winter but it looks like my 530 just wont fully wear out! I refuse to swap until absolutely needed.
I have done the swap on other bikes and its similar in feel to lightening the flywheel. So much less inertia in driven components. Modern good quality 520s have similar ratings to what the 530s offered when the hawk was born.
Actually, I got a 520 conversion setup over the winter but it looks like my 530 just wont fully wear out! I refuse to swap until absolutely needed.
I have done the swap on other bikes and its similar in feel to lightening the flywheel. So much less inertia in driven components. Modern good quality 520s have similar ratings to what the 530s offered when the hawk was born.
05-12-2013, 07:06 PM
#10
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Curious why a SH would eat sprockets faster than anything else. V-2's have a far smoother power output over I4's (except Yamaha's cross plane) due to the piston's start/stop inertia cancelling each other out. Torque at the crank is offset by gear ratios so torque at the wheel is probably pretty close to the same from even a 600 I-4 (they accelerate just as fast) to the SH.
05-12-2013, 07:30 PM
#11
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Yeah as far as wear out, think about the logistics. You wack the throttle at low rpm on the hawk and get gobs of torque. To get anywhere near that kind of thrust on a 600 you have to be fluttering every shift at redline.
Listen close next time you see a 600. They rarely do this. I was a very aggressive 600 rider but there just isnt room in this world (mine anyway) to constantly wind it out.
The vtr, OTOH, you can wheelie while still staying behind the car in front of you through town. Its like night and day available power.
I would say nearly double the 600s thrust til the upper rpms. Which are rarely used.
Listen close next time you see a 600. They rarely do this. I was a very aggressive 600 rider but there just isnt room in this world (mine anyway) to constantly wind it out.
The vtr, OTOH, you can wheelie while still staying behind the car in front of you through town. Its like night and day available power.
I would say nearly double the 600s thrust til the upper rpms. Which are rarely used.
Last edited by smokinjoe73; 05-13-2013 at 08:48 AM.
05-13-2013, 01:16 AM
#13
Out of my mind, back in 5
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I'd say you guys are all right... And combined, those reasons sure are enough to chew up and spit out alu sprockets all day long... They simply don't last on a VTR, I have tried it, and regretted it...
05-13-2013, 06:03 AM
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05-13-2013, 08:50 AM
#15
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Yeah for sure, I would never put an aluminum sprocket on this bike unless stranded and it was my only way home.
I had one on my race bike it took no time to go from sprocket look to brake disc. Pretty scary how fast the desintegrate.
I had one on my race bike it took no time to go from sprocket look to brake disc. Pretty scary how fast the desintegrate.
05-13-2013, 10:27 AM
#16
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I'm not saying either is right; it just depends on your preferences. 530 is what I chose to run... at the price of losing rotational mass I went with a more durable setup. Commuting in dusty AZ heat with only moderate chain maintenance, I need all the help I can get, haha!
If I were riding on a track or spitting through canyons on weekends or even had more prudent maintenance habits, I would consider 520.
05-13-2013, 11:34 AM
#17
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Based on some of the advice here and on other threads, I decided to go with a 16/42 Steel sprocket setup with a D.I.D. 530 X-ring chain. I want to run a shorter wheel base, so I hope I am correct in assuming that this will run with a 102 links?
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05-13-2013, 11:53 AM
#18
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Yep. Stock 102 will work with 16/41, 16/42 and 16/43, with shorter wheelbases respectively.
Edit: For my bike I have run 16/41, 42, 43 & 15/43 (from what the PO put on there) and ended up liking 16/42 for my riding best.
Edit: For my bike I have run 16/41, 42, 43 & 15/43 (from what the PO put on there) and ended up liking 16/42 for my riding best.
Last edited by 7moore7; 05-13-2013 at 11:58 AM.
05-13-2013, 12:07 PM
#20
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I most definitely was not thinking there. You're right. Stock is 104. Not sure if 102 would work, something tells me it wouldn't... I could guess pretty close if I measured how much available adjustment I had left on my bike.
I quit, and plead the mondays
05-24-2013, 11:03 PM
#26
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V-2's have a far smoother power output over I4's (except Yamaha's cross plane) due to the piston's start/stop inertia cancelling each other out. Torque at the crank is offset by gear ratios so torque at the wheel is probably pretty close to the same from even a 600 I-4 (they accelerate just as fast) to the SH.
To the OP that being said if you have to ask about the benefits you're probably not riding your bike in such a way that you'll notice them. If you were going to have it as a track bike and looking for every advantage and didn't care about longevity then I'd say go for it. However if you're going to be riding it on a daily basis and want it to last as long as possible go for a good quality 530 that it sounds like you got.
05-25-2013, 05:56 AM
#27
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I don't know that the firing order has that effect, plus most high performance i4's are extremely weak at low rpm. There have been twins for decades and if this were a real problem engineers would have done something to address it (special cush drive, etc.). I think how hard the owner rides and the level of care they apply has a greater effect on wear life. I can't imagine a 520 chain would survive long enough that anyone would choose it if these engines were significantly tougher on them.
The v2 have also held an advantage in racing for their smoother drive off of corners as well as being less hard on the tire.
The v2 have also held an advantage in racing for their smoother drive off of corners as well as being less hard on the tire.
Last edited by davidka; 05-25-2013 at 06:03 AM.
05-25-2013, 06:53 AM
#28
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I don't know that the firing order has that effect, plus most high performance i4's are extremely weak at low rpm. There have been twins for decades and if this were a real problem engineers would have done something to address it (special cush drive, etc.). I think how hard the owner rides and the level of care they apply has a greater effect on wear life. I can't imagine a 520 chain would survive long enough that anyone would choose it if these engines were significantly tougher on them.
The v2 have also held an advantage in racing for their smoother drive off of corners as well as being less hard on the tire.
The v2 have also held an advantage in racing for their smoother drive off of corners as well as being less hard on the tire.
05-25-2013, 11:02 AM
#29
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Though I'm sure they would like to hear your ideas on how to address this problem.
Not sure what you are saying with your last point but put a "budget" or "cheap" 520 chain on a SH and if will get destroyed in short order.
If you don't believe this, try it for yourself.
We will use your example of drive off the corner.
Let's start with a I4, it is common to spin the rear tire up due to the constant power delivery cause buy the I4 firing order.
This is hard on the tire but easy on the chain.
With a V2, driving out of the same corner, you have less tire spin as every time the engine is "coasting" for over 360 degrees of crank rotation the tire hooks up again.
This gives better traction and also allows the tire to run cooler which allows the tire to last longer.
or in the classic trade off:
This is hard on the chain but easy on the tire.
It is also why a AL rear sprocket will work fine on a I4 but will have a very short life on a V2.
