Post by wayne on Feb 18, 2016 2:08:59 GMT -5
Find below the specific details re a 530 conversion. Below the photos is some information from member PMCBURNEY about a site which calculates gear related motorcycle numbers and has been updated by Paul to include the RE5.
The original 1975 RE5 M was supplied with a non O ring 630 chain. Front sprocket was 14 tooth, rear 43 tooth. The oil metering pump had two lines, one to the carby and the other pumping at half the rate ran to a pipe suspended inside the left sprocket cover and which dripped metering oil onto the chain.
The 1976 RE5 A came with an O ring 630 chain with the same sprockets. However, the chain oiler was removed from this model, the piping taken out and a blanking screw replaced the banjo joint on the metering pump.
You can either replace your standard 630 chain with another of the same size or the O ring equivalent. No spacers or modifications are required to fit an O ring 630 ring chain if you're model came with a non O ring 630 version.
Another option is to convert to a 530 O ring chain. The main reason to do this is that the availability of the 630 is becoming sparse in some countries. Some people claim the 530 is also smoother and wears better. These days, 530 chains are well up to the task.
Here are the details:
I used JT sprockets, there are other choices. There are several manuacturers of quality O ring 530 chains, take your pick. Because of the different pitch of the 530 sprockets, tooth numbers must change when you do the conversion to keep the sprockets approximately the same size as the originals to avoid the chain rubbing on the chainguard or engine casings.
Rear 530 52 tooth #JTR816.52 is very close in diameter to the original 630 43 tooth.
Front 530 17 tooth #JTF424.17 is very close in diameter to the original 630 14 tooth.
Original ratio- 3.0714:1
New ratio- 3.059:1
IE: so close, it doesn't matter.
On the right is an original 43 tooth 630 and on the left is the JT 52 tooth replacement. Same goes for the 14 tooth drive sprocket original and JT 17 tooth on the left.
If you want an original look, they're pretty close. Just note though that some JT sprockets are supplied not with the star pattern similar to the RE5's that hit the market but with a hole pattern as shown in the parts book and as displayed on some of Suzuki's show bikes.
Note that both the rear and front sprockets are virtually identical diameters so there should be no problems with chain clearance etc. The holes in the driven sprocket all line up as they do on the drive (second photo).
You'll probably need to buy a 120 link 530 O ring chain and reduce it to 114. I have done this conversion replacing my Non O ring 630 RE5M and it works a treat.
Wayne
From member PMCBURNEY:
For those not already familiar with the Gearing Commander site, it's a clever and convenient repository of motorcycle gearing comparison tools.
It has a vast database of of current and classic bikes with their standard gearing combinations listed and the ability to quickly alter and compare that with programmable variables such as tyres, front/rear sprockets, chain size and length etc.
Until recently the RE5 was not listed (I know, like WTF?).
I've just submitted the necessary details and the RE5 now appears in there in all its glory beside all of the other classic (and modern) Suzukis for you gearing comparison needs!
Check it out at www.gearingcommander.com
I have found it extremely handy over the years, especially for 630/530 conversions and tacho calibration, top speed with a given combination and the like.
No, don't thank me, it's what I do
.
Cheers
PMcB
The original 1975 RE5 M was supplied with a non O ring 630 chain. Front sprocket was 14 tooth, rear 43 tooth. The oil metering pump had two lines, one to the carby and the other pumping at half the rate ran to a pipe suspended inside the left sprocket cover and which dripped metering oil onto the chain.
The 1976 RE5 A came with an O ring 630 chain with the same sprockets. However, the chain oiler was removed from this model, the piping taken out and a blanking screw replaced the banjo joint on the metering pump.
You can either replace your standard 630 chain with another of the same size or the O ring equivalent. No spacers or modifications are required to fit an O ring 630 ring chain if you're model came with a non O ring 630 version.
Another option is to convert to a 530 O ring chain. The main reason to do this is that the availability of the 630 is becoming sparse in some countries. Some people claim the 530 is also smoother and wears better. These days, 530 chains are well up to the task.
Here are the details:
I used JT sprockets, there are other choices. There are several manuacturers of quality O ring 530 chains, take your pick. Because of the different pitch of the 530 sprockets, tooth numbers must change when you do the conversion to keep the sprockets approximately the same size as the originals to avoid the chain rubbing on the chainguard or engine casings.
Rear 530 52 tooth #JTR816.52 is very close in diameter to the original 630 43 tooth.
Front 530 17 tooth #JTF424.17 is very close in diameter to the original 630 14 tooth.
Original ratio- 3.0714:1
New ratio- 3.059:1
IE: so close, it doesn't matter.
On the right is an original 43 tooth 630 and on the left is the JT 52 tooth replacement. Same goes for the 14 tooth drive sprocket original and JT 17 tooth on the left.
If you want an original look, they're pretty close. Just note though that some JT sprockets are supplied not with the star pattern similar to the RE5's that hit the market but with a hole pattern as shown in the parts book and as displayed on some of Suzuki's show bikes.
Note that both the rear and front sprockets are virtually identical diameters so there should be no problems with chain clearance etc. The holes in the driven sprocket all line up as they do on the drive (second photo).
You'll probably need to buy a 120 link 530 O ring chain and reduce it to 114. I have done this conversion replacing my Non O ring 630 RE5M and it works a treat.
Wayne
From member PMCBURNEY:
For those not already familiar with the Gearing Commander site, it's a clever and convenient repository of motorcycle gearing comparison tools.
It has a vast database of of current and classic bikes with their standard gearing combinations listed and the ability to quickly alter and compare that with programmable variables such as tyres, front/rear sprockets, chain size and length etc.
Until recently the RE5 was not listed (I know, like WTF?).
I've just submitted the necessary details and the RE5 now appears in there in all its glory beside all of the other classic (and modern) Suzukis for you gearing comparison needs!
Check it out at www.gearingcommander.com
I have found it extremely handy over the years, especially for 630/530 conversions and tacho calibration, top speed with a given combination and the like.
No, don't thank me, it's what I do
.Cheers
PMcB
