Chain & Sprockets
- 2004–2026 Kawasaki Ninja ZX-10R / ZX-10RR — stock 17T front (520 conversion)
- 2013–2026 Kawasaki Ninja ZX-6R — +1 tooth over stock 16T (2013–2018) / +2 teeth over stock 15T (2019–2026)
Additional fitment at the bottom.
Product Overview
This is a 17-tooth 520-pitch steel front sprocket from Driven Racing's EVO TECH line, fitting a range of Kawasaki, Triumph, and Suzuki models.
For the Ninja ZX-10R across all years (2004–2026), the stock front is 17 teeth, so this sprocket keeps your tooth count at factory.
The ZX-10R runs a 525 chain from the factory, so installing this sprocket requires a full 520 conversion — new rear sprocket and chain to match.
For the ZX-6R, both generations run 520 stock, so no chain pitch conversion is needed, but the tooth count is a gearing change: the 2013–2018 ZX-6R runs a 16-tooth stock front, making this one tooth taller; the 2019–2026 ZX-6R runs 15 teeth stock, making this two teeth taller.
For the Triumph 675 and Suzuki models in the Additional Fitment section (GSX-R600, GSX-R750, SV650), all run 525 stock and various front tooth counts — see the fitment table for specifics.
Key Technology & Design
The sprocket body is case-hardened steel with radial lightening holes to reduce rotating mass. The black zinc finish provides corrosion protection. Designed for the countershaft (front) position.
Specs
| Tooth Count | 17T |
| Chain Pitch | 520 |
| Material | Steel |
| Finish | Black / Zinc |
| Position | Front / Countershaft |
| Riding Style | Street |
Main Fitment
Year(s) — Make / Model — Stock Gearing — Stock Chain
| 2004–2026 | Kawasaki Ninja ZX-10R / ZX-10RR | 17T / 39T–41T | 525 — 108–114 links |
| 2019–2026 | Kawasaki Ninja ZX-6R (ZX636) | 15T / 43T | 520 — 108 links |
| 2013–2018 | Kawasaki Ninja ZX-6R (ZX636) | 16T / 43T | 520 — 108 links |
| 2018–2026 | Kawasaki Z900RS / Z900RS Cafe / Z900RS SE | ||
| 2017–2026 | Kawasaki Z900 |
Additional Fitment
Year(s) — Make / Model — Stock Gearing — Stock Chain
| 2006–2017 | Triumph Daytona 675 / 675 R | ||
| 2010–2016 | Triumph Speed Triple 675 R | ||
| 2008–2015 | Triumph Street Triple 675 | ||
| 2007–2015 | Triumph Street Triple 675 R | ||
| 1992–2024 | Suzuki GSX-R600 | ||
| 1986–2024 | Suzuki GSX-R750 | ||
| 1985 | Suzuki GSX-R750 | ||
| 2001–2008 | Suzuki GSX-R1000 | ||
| 1999–2022 | Suzuki SV650 | ||
| 1999–2012 | Suzuki SV650S | ||
| 2007–2009 | Suzuki SV650A ABS | ||
| 2003–2013 | Kawasaki Z1000 | ||
| 2004 | Kawasaki Ninja ZX-9R | ||
| 1994–2003 | Kawasaki ZX-9R Ninja (ZX900) | ||
| 2007–2012 | Kawasaki Ninja ZX-6R (ZX600) | ||
| 1999–2003 | Kawasaki ZX-7R Ninja | ||
| 1996–2003 | Kawasaki ZX-7R (ZX750) | ||
| 1998 | Kawasaki ZX-7RR |
Why Convert to 520
The ZX-10R, Z900, Z900RS, and most Triumph and Suzuki models in this listing run 525 chains from the factory. Kawasaki and Suzuki chose 525 for its durability — it's a heavier-built chain and generally lasts longer under street use. The ZX-6R runs 520 stock, so no pitch conversion is needed for that model.
For bikes that do require a conversion: the real benefit of going from 525 to 520 is reduced rotating mass. A lighter chain means less weight spinning at the rear of the drivetrain with every rotation of the wheel. Track riders and aggressive street riders who are sensitive to throttle response and drivetrain inertia will notice this. For casual street commuters and everyday riders, the difference is subtle and may not be felt in normal riding.
The tradeoff is longevity. A 520 chain works with less material cross-section than a 525, and under the same conditions and maintenance routine, it will generally not outlast a stock 525 setup. Riders who cover high mileage on the street or prioritize chain life over weight savings may prefer to stay with 525 sprockets and chain.
The bottom line: 520 conversion makes sense for track use and aggressive street riding where rotating mass matters. For daily street riders focused on mileage and low maintenance, staying with 525 is the more practical choice.
Gearing — Staying Stock or Making a Change
For ZX-10R riders: this sprocket matches the stock 17-tooth front on the ZX-10R. Installing it as part of a 520 conversion keeps your bike at factory stock gearing.
If you are considering a gearing change in addition to the conversion, here is the general framework. Going one tooth smaller on the front shortens gearing — quicker acceleration, higher RPM at highway speeds, reduced top speed. The effect is roughly equivalent to adding two to three teeth to the rear sprocket. Going one tooth larger lengthens gearing — lower cruise RPM, softer pull from a stop.
For ZX-6R, Z900, and Z900RS riders: this sprocket represents a gearing change from stock in the direction of longer, taller gearing — lower RPM at any given speed and a softer pull from a stop compared to the stock front.
Stock gearing on these bikes is well matched for general street use. Neither direction is right or wrong — it depends on how and where you ride.
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IMPORTANT: Please Review Your Owner’s Manual for Exact Amounts or Sizing of This Product!
Speak to one of our experts today:
469-490-3577
Driven Racing
SKU:1212-0844
Description:Driven Racing 17Tooth 520 Front Sprocket
Main Fitment:
- 2004–2026 Kawasaki Ninja ZX-10R / ZX-10RR — stock 17T front (520 conversion)
- 2013–2026 Kawasaki Ninja ZX-6R — +1 tooth over stock 16T (2013–2018) / +2 teeth over stock 15T (2019–2026)
Additional fitment at the bottom.
Product Overview
This is a 17-tooth 520-pitch steel front sprocket from Driven Racing’s EVO TECH line, fitting a range of Kawasaki, Triumph, and Suzuki models.
For the Ninja ZX-10R across all years (2004–2026), the stock front is 17 teeth, so this sprocket keeps your tooth count at factory.
The ZX-10R runs a 525 chain from the factory, so installing this sprocket requires a full 520 conversion — new rear sprocket and chain to match.
For the ZX-6R, both generations run 520 stock, so no chain pitch conversion is needed, but the tooth count is a gearing change: the 2013–2018 ZX-6R runs a 16-tooth stock front, making this one tooth taller; the 2019–2026 ZX-6R runs 15 teeth stock, making this two teeth taller.
For the Triumph 675 and Suzuki models in the Additional Fitment section (GSX-R600, GSX-R750, SV650), all run 525 stock and various front tooth counts — see the fitment table for specifics.
Key Technology & Design
The sprocket body is case-hardened steel with radial lightening holes to reduce rotating mass. The black zinc finish provides corrosion protection. Designed for the countershaft (front) position.
Specs
| Tooth Count | 17T |
| Chain Pitch | 520 |
| Material | Steel |
| Finish | Black / Zinc |
| Position | Front / Countershaft |
| Riding Style | Street |
Main Fitment
Year(s) — Make / Model — Stock Gearing — Stock Chain
| 2004–2026 | Kawasaki Ninja ZX-10R / ZX-10RR | 17T / 39T–41T | 525 — 108–114 links |
| 2019–2026 | Kawasaki Ninja ZX-6R (ZX636) | 15T / 43T | 520 — 108 links |
| 2013–2018 | Kawasaki Ninja ZX-6R (ZX636) | 16T / 43T | 520 — 108 links |
| 2018–2026 | Kawasaki Z900RS / Z900RS Cafe / Z900RS SE | ||
| 2017–2026 | Kawasaki Z900 |
Additional Fitment
Year(s) — Make / Model — Stock Gearing — Stock Chain
| 2006–2017 | Triumph Daytona 675 / 675 R | ||
| 2010–2016 | Triumph Speed Triple 675 R | ||
| 2008–2015 | Triumph Street Triple 675 | ||
| 2007–2015 | Triumph Street Triple 675 R | ||
| 1992–2024 | Suzuki GSX-R600 | ||
| 1986–2024 | Suzuki GSX-R750 | ||
| 1985 | Suzuki GSX-R750 | ||
| 2001–2008 | Suzuki GSX-R1000 | ||
| 1999–2022 | Suzuki SV650 | ||
| 1999–2012 | Suzuki SV650S | ||
| 2007–2009 | Suzuki SV650A ABS | ||
| 2003–2013 | Kawasaki Z1000 | ||
| 2004 | Kawasaki Ninja ZX-9R | ||
| 1994–2003 | Kawasaki ZX-9R Ninja (ZX900) | ||
| 2007–2012 | Kawasaki Ninja ZX-6R (ZX600) | ||
| 1999–2003 | Kawasaki ZX-7R Ninja | ||
| 1996–2003 | Kawasaki ZX-7R (ZX750) | ||
| 1998 | Kawasaki ZX-7RR |
Why Convert to 520
The ZX-10R, Z900, Z900RS, and most Triumph and Suzuki models in this listing run 525 chains from the factory. Kawasaki and Suzuki chose 525 for its durability — it’s a heavier-built chain and generally lasts longer under street use. The ZX-6R runs 520 stock, so no pitch conversion is needed for that model.
For bikes that do require a conversion: the real benefit of going from 525 to 520 is reduced rotating mass. A lighter chain means less weight spinning at the rear of the drivetrain with every rotation of the wheel. Track riders and aggressive street riders who are sensitive to throttle response and drivetrain inertia will notice this. For casual street commuters and everyday riders, the difference is subtle and may not be felt in normal riding.
The tradeoff is longevity. A 520 chain works with less material cross-section than a 525, and under the same conditions and maintenance routine, it will generally not outlast a stock 525 setup. Riders who cover high mileage on the street or prioritize chain life over weight savings may prefer to stay with 525 sprockets and chain.
The bottom line: 520 conversion makes sense for track use and aggressive street riding where rotating mass matters. For daily street riders focused on mileage and low maintenance, staying with 525 is the more practical choice.
Gearing — Staying Stock or Making a Change
For ZX-10R riders: this sprocket matches the stock 17-tooth front on the ZX-10R. Installing it as part of a 520 conversion keeps your bike at factory stock gearing.
If you are considering a gearing change in addition to the conversion, here is the general framework. Going one tooth smaller on the front shortens gearing — quicker acceleration, higher RPM at highway speeds, reduced top speed. The effect is roughly equivalent to adding two to three teeth to the rear sprocket. Going one tooth larger lengthens gearing — lower cruise RPM, softer pull from a stop.
For ZX-6R, Z900, and Z900RS riders: this sprocket represents a gearing change from stock in the direction of longer, taller gearing — lower RPM at any given speed and a softer pull from a stop compared to the stock front.
Stock gearing on these bikes is well matched for general street use. Neither direction is right or wrong — it depends on how and where you ride.
