Chain & Sprockets
- Honda CBR600RR 2007–2026 — 15T front (-1 from stock 16T) / 44T rear (+1 from stock 43T) — 520 conversion from stock 525
Product Overview
This kit is built for Honda CBR600RR riders who want to drop chain pitch from the stock 525 to 520 and make a gearing adjustment at the same time. It is not a stock replacement — the 15T front sprocket is one tooth under the CBR600RR's stock 16T, and the 44T aluminum rear is one tooth over the stock 43T. Both changes shorten gearing, and the move from 525 to 520 reduces rotating mass across the drivetrain.
The kit pairs an RK 520 XRE XW-ring chain in gold with a Driven C45 steel front sprocket and a Driven 7075 T6511 black aluminum rear sprocket. The chain connects with a rivet-style master link.
Key Technology & Design
- RK 520 XRE chain uses XW-ring seals — a four-lip design that retains lubricant and limits contamination more effectively than standard O-ring seals
- Tensile strength: 36.5 kN / 8,200 lb
- Driven rear sprocket is 7075 T6511 aluminum, black hard anodized — lightened with radial holes to reduce unsprung and rotating mass
- Driven front sprocket is C45 steel, case hardened and quenched for wear resistance at the countershaft
- Chain master link: rivet type
Specs
- Manufacturer Part Number: 1062-078DGX
- Chain: RK 520 XRE
- Chain type: XW-ring
- Chain finish: Gold
- Tensile strength: 36.5 kN / 8,200 lb
- Master link: Rivet
- Front sprocket: 15T — Driven C45 steel, case hardened and quenched
- Rear sprocket: 44T — Driven 7075 T6511 aluminum, black hard anodized
- Front sprocket pitch: 520
- Rear sprocket pitch: 520
Fitment
Year(s) — Make / Model — Stock Gearing — Stock Chain
| 2007–2026 | Honda CBR600RR | 16T / 43T | 525 |
Why Convert to 520
The CBR600RR leaves the factory on a 525 chain. Honda sized it that way for durability and long service life under street conditions — 525 is a heavier pitch with more material in each link.
A 520 chain is narrower and lighter. The reduction in rotating mass is real, and for track riders or riders who push hard on aggressive street routes, it is noticeable — quicker response through the rev range, slightly less mechanical drag. For riders who primarily commute or tour, the difference is subtle and may not be physically felt.
The tradeoff is lifespan. A 520 chain has less material than a 525 and will generally wear faster under the same conditions, particularly on the street where consistent lubrication and chain care are less reliable than on a prepared track. If longevity is the priority, the stock 525 setup is the more practical choice. If performance is the priority and you are willing to maintain the chain and replace it on a shorter interval, the 520 conversion is a reasonable step.
Aluminum vs. Steel Rear Sprocket
This kit includes an aluminum rear sprocket. Aluminum is meaningfully lighter than steel — it reduces both rotating mass and unsprung weight at the rear wheel. For track riders and riders who push hard, that reduction is real and contributes to the same benefit as the 520 conversion: less mass the engine has to spin and the suspension has to manage.
For street riders, the weight difference is worth acknowledging honestly. It is there, but how much you feel it depends on how you ride. Commuters and casual street riders are unlikely to notice it in day-to-day use.
The tradeoff is wear rate. Aluminum wears faster than steel. This sprocket is designed for performance use, not maximum service life. Riders who prioritize longevity and are not focused on outright performance — particularly those doing high street mileage — would get more life out of a steel rear sprocket. If that describes your use case, a steel sprocket option may be worth considering separately.
Gearing — Staying Stock or Making a Change
This kit includes a 15T front sprocket, which is one tooth under the CBR600RR's stock 16T. The rear is 44T, one tooth over the stock 43T. Both changes work in the same direction — shorter gearing, quicker acceleration, higher RPM at any given road speed, reduced top-end.
If you are considering further gearing changes in addition to the conversion, here is the general framework. Going one tooth smaller on the front shortens gearing further — 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 on the front lengthens gearing — lower cruise RPM, softer pull from a stop.
Stock gearing on the CBR600RR is well matched for general street use. The gearing in this kit is a deliberate step toward shorter, more aggressive ratios. 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
RK-Excel
SKU:1230-1705
Description:RK 520 Aluminum Race Chain and Sprocket Kit — Honda CBR600RR
Main Fitment:
- Honda CBR600RR 2007–2026 — 15T front (-1 from stock 16T) / 44T rear (+1 from stock 43T) — 520 conversion from stock 525
Product Overview
This kit is built for Honda CBR600RR riders who want to drop chain pitch from the stock 525 to 520 and make a gearing adjustment at the same time. It is not a stock replacement — the 15T front sprocket is one tooth under the CBR600RR’s stock 16T, and the 44T aluminum rear is one tooth over the stock 43T. Both changes shorten gearing, and the move from 525 to 520 reduces rotating mass across the drivetrain.
The kit pairs an RK 520 XRE XW-ring chain in gold with a Driven C45 steel front sprocket and a Driven 7075 T6511 black aluminum rear sprocket. The chain connects with a rivet-style master link.
Key Technology & Design
- RK 520 XRE chain uses XW-ring seals — a four-lip design that retains lubricant and limits contamination more effectively than standard O-ring seals
- Tensile strength: 36.5 kN / 8,200 lb
- Driven rear sprocket is 7075 T6511 aluminum, black hard anodized — lightened with radial holes to reduce unsprung and rotating mass
- Driven front sprocket is C45 steel, case hardened and quenched for wear resistance at the countershaft
- Chain master link: rivet type
Specs
- Manufacturer Part Number: 1062-078DGX
- Chain: RK 520 XRE
- Chain type: XW-ring
- Chain finish: Gold
- Tensile strength: 36.5 kN / 8,200 lb
- Master link: Rivet
- Front sprocket: 15T — Driven C45 steel, case hardened and quenched
- Rear sprocket: 44T — Driven 7075 T6511 aluminum, black hard anodized
- Front sprocket pitch: 520
- Rear sprocket pitch: 520
Fitment
Year(s) — Make / Model — Stock Gearing — Stock Chain
| 2007–2026 | Honda CBR600RR | 16T / 43T | 525 |
Why Convert to 520
The CBR600RR leaves the factory on a 525 chain. Honda sized it that way for durability and long service life under street conditions — 525 is a heavier pitch with more material in each link.
A 520 chain is narrower and lighter. The reduction in rotating mass is real, and for track riders or riders who push hard on aggressive street routes, it is noticeable — quicker response through the rev range, slightly less mechanical drag. For riders who primarily commute or tour, the difference is subtle and may not be physically felt.
The tradeoff is lifespan. A 520 chain has less material than a 525 and will generally wear faster under the same conditions, particularly on the street where consistent lubrication and chain care are less reliable than on a prepared track. If longevity is the priority, the stock 525 setup is the more practical choice. If performance is the priority and you are willing to maintain the chain and replace it on a shorter interval, the 520 conversion is a reasonable step.
Aluminum vs. Steel Rear Sprocket
This kit includes an aluminum rear sprocket. Aluminum is meaningfully lighter than steel — it reduces both rotating mass and unsprung weight at the rear wheel. For track riders and riders who push hard, that reduction is real and contributes to the same benefit as the 520 conversion: less mass the engine has to spin and the suspension has to manage.
For street riders, the weight difference is worth acknowledging honestly. It is there, but how much you feel it depends on how you ride. Commuters and casual street riders are unlikely to notice it in day-to-day use.
The tradeoff is wear rate. Aluminum wears faster than steel. This sprocket is designed for performance use, not maximum service life. Riders who prioritize longevity and are not focused on outright performance — particularly those doing high street mileage — would get more life out of a steel rear sprocket. If that describes your use case, a steel sprocket option may be worth considering separately.
Gearing — Staying Stock or Making a Change
This kit includes a 15T front sprocket, which is one tooth under the CBR600RR’s stock 16T. The rear is 44T, one tooth over the stock 43T. Both changes work in the same direction — shorter gearing, quicker acceleration, higher RPM at any given road speed, reduced top-end.
If you are considering further gearing changes in addition to the conversion, here is the general framework. Going one tooth smaller on the front shortens gearing further — 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 on the front lengthens gearing — lower cruise RPM, softer pull from a stop.
Stock gearing on the CBR600RR is well matched for general street use. The gearing in this kit is a deliberate step toward shorter, more aggressive ratios. Neither direction is right or wrong — it depends on how and where you ride.
