130 Link 530 Chains
By Dave Porter, Customer and Technical Support at The Bonneville Shop
We recently procured a substantial quantity of extra-long 130 link 3/8” x 5/8” 530 drive chains from DID and there are several reasons why you should consider this chain for your BSA, Norton, or Triumph motorcycle when replacing your existing chain. Premium D.I.D motorcycle chains are manufactured to the highest quality standards in Japan. The non-O ring 530 final drive chain is compatible with many American, British, and Metric motorcycles from the 1950s through the 1980s.
“Perhaps the biggest bonus for buying the 130 link chain is the extra 20 links (or more) of chain removed when sizing it to fit your Triumph Bonneville or BSA Lightning.”
Table of Contents
Flexibility
1- In almost all instances, the replacement chain must be shortened to length to maximize the position of the rear wheel spindle in the dropouts on the swinging arm. A 110 link replacement chain usually needs to be shortened anyway to optimize rear wheel adjustability when replacing a 102, 104, 106, or 108 link chain, depending on the combination of countershaft sprocket and rear wheel sprocket sizes. The 130 link 530 chain offers great flexibility for non-standard sprocket combinations.
Longer Chain
2- Let’s say you are finishing up a custom build with an extended hardtail section, requiring a longer than stock chain. The 130 link chain can be used to solve the problem without having to splice in sections of chain to acquire the desired length. You won’t have to resort to “bodging” the final drive system by having numerous connecting links fitted to the chain.
Price Break
3- Due to our enhanced pricing of these 130 link 530 chains, you are saving over the price of the same premium Japanese DID 110 link chain.
Make Shop Tools
4- The biggest bonus for buying the 130 link 530 chain is the extra 20 links (or more) of chain removed when sizing it to fit your Triumph Bonneville or BSA Lightning. You now have a new tool for holding the countershaft sprocket stationary while tightening the nut that secures the sprocket to the high gear. The length of chain can be wrapped around the sprocket, with an appropriate screwdriver fed through the two male ends of the chain, bearing against the backside of the primary chaincase and preventing the sprocket from turning when tightening the nut down.
Alternatively, a homemade “chain whip” can also be fashioned by drilling a piece of flat steel or substantial alloy, then attaching the scrap chain with a nut and bolt.
In this instance, a second pair of hands may be helpful to hold the handle against the chaincase while you are tightening down the sprocket nut.
If you have ever replaced a countershaft sprocket before, it’s likely you have encountered a finger-tight sprocket nut, only held in place by the tab washer. I like to apply a drop of blue Loctite to the clean threads on the end of the high gear, to help the tab washer keep the nut tight. Another suggestion is to apply some sealant to the splines and sprocket interface on the high-gear prior to fitting the tab washer and locking nut. This will help keep gearbox oil from seeping through the splines, especially if the motorcycle is stood on the side stand for lengthy periods.
So, if the time has come for a chain and sprocket replacement, consider the benefit of cost savings and the addition of a useful service tool with the 130 link 530 chain.
If you need more parts for your vintage Triumph motorcycle, check out the stock now.