{"id":3594,"date":"2026-04-03T08:38:47","date_gmt":"2026-04-03T08:38:47","guid":{"rendered":"https:\/\/motorcyclechain.top\/?p=3594"},"modified":"2026-04-03T08:47:33","modified_gmt":"2026-04-03T08:47:33","slug":"what-type-of-chain-is-used-in-motorcycles","status":"publish","type":"post","link":"https:\/\/motorcyclechain.top\/ko\/what-type-of-chain-is-used-in-motorcycles\/","title":{"rendered":"What Type of Chain Is Used in Motorcycles?"},"content":{"rendered":"

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What Type of Chain Is Used in Motorcycles?<\/h1>\n

From a 0.57 kg\/m standard 420 on a 50cc scooter to a 43.0 kN Super X-ring 530-series on a heavyweight tourer \u2014 every motorcycle uses a specific roller chain variant. This guide explains the types, the naming code, and how each one works.<\/p>\n

See All Chain Types<\/a><\/p>\n<\/div>\n<\/div>\n

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The Answer \u2014 Roller Chains<\/h2>\n

The most common type of chain on motorcycles\u00a0is the roller chain \u2014 a transmission component made of alternating inner and outer steel link plates connected by carburized pins, with cylindrical rollers that mesh with sprocket teeth to transfer engine torque to the rear wheel. What separates one motorcycle chain from another is not the fundamental structure but the bush construction and the seal geometry at each joint. Those differences determine service life, lubrication intervals, and what the chain costs per kilometre over its working life.<\/p>\n

All dimensions are standardised under JIS B 1801, which governs pitch, inner width, roller diameter, and plate height for every size from the compact 420 series to the heavy-duty 530 class. That standardisation means a replacement chain in the correct size fits the same sprockets as the original \u2014 regardless of manufacturer \u2014 provided both pitch and inner width match.<\/p>\n<\/div>\n

\"standard<\/p>\n

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How the Roller Chain Transfers Power<\/h2>\n
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As each link arrives at the sprocket, the roller rotates freely on the bushing and seats into the sprocket tooth valley. The tooth pushes the roller; the roller transfers that force through the bushing and pin to the outer link plates, which pull the next link. This rolling \u2014 not sliding \u2014 contact distributes load across the roller’s full cylindrical surface and is why roller chains last as long as they do under continuous cyclic loading.<\/p>\n

Chain elongation happens at the pin-bushing interface, not in the plates. Each articulation under load removes microscopic material from both pin surface and bushing bore. Across 100+ joints, this cumulative micro-wear produces the total elongation that triggers replacement. For a 15.875 mm pitch chain, the 20-link nominal length is 317.5 mm \u2014 replace when it reaches 327 mm. For 12.70 mm pitch, the replacement threshold is 261.6 mm (nominal 254.0 mm).<\/p>\n<\/div>\n<\/div>\n

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Why pin material matters:<\/strong> Gas carburizing produces a hard outer surface on the pin while keeping a ductile core underneath \u2014 precisely the combination that resists the micro-rotational wear at the pin-bushing interface that causes elongation. It is the single most important production quality factor in any motorcycle chain.<\/p>\n<\/div>\n

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\u00a0Motorcycle Drive Chain Types<\/h2>\n

The differences are in the bushing type and the seals fitted between the inner and outer plates at every joint. These two factors drive everything else \u2014 maintenance interval, service life, and cost per kilometre.<\/p>\n

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\"standard<\/p>\n

Standard Roller Chain<\/h3>\n

No seals. Curled-type bushing. External lubrication is the only protection at the pin-bushing interface. Available in 420 through 530 pitch. The 420 standard weighs 0.57 kg\/m at 15.6 kN \u2014 the lightest option. Requires lubrication every 400\u2013600 km.<\/p>\n

15.6\u201326.5 kN \u00b7 0.57\u20131.09 kg\/m<\/span><\/p>\n<\/div>\n

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\"reinforced<\/p>\n

\uac15\ud654 H\ub4f1\uae09 \uccb4\uc778<\/h3>\n

No seals, curled bushing, but heavier plate gauges. The 428H delivers 20.6 kN against the standard 428’s 17.8 kN \u2014 a 15.7% increase from inner plate alone (2.03 mm vs 1.60 mm). Fits the same sprockets as the standard equivalent with no changes needed.<\/p>\n

20.6\u201330.5 kN \u00b7 H-Grade plates<\/span><\/p>\n<\/div>\n

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\"O-ring<\/p>\n

O\ub9c1 \ubc00\ubd09 \uccb4\uc778<\/h3>\n

NBR O-rings retain factory-packed grease at every pin-bushing joint for the chain’s entire life. Solid-bore bushing for consistent bore geometry. Service life 2\u20133\u00d7 standard. External lube interval extends to 600\u20131,000 km. Available 415H-O through 530H-O.<\/p>\n

Up to 34.0 kN \u00b7 O-Ring \u00b7 Solid bush<\/span><\/p>\n<\/div>\n

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\"X-ring<\/p>\n

X\ub9c1 \ubc00\ubd09 \uccb4\uc778<\/h3>\n

X-shaped seal with two contact lips per side \u2014 versus O-ring’s one. The narrower contact reduces seal-face friction by ~20% while providing a secondary sealing surface as backup. Lube interval 800\u20131,200 km. Available 428H-X through 530H-X.<\/p>\n

Up to 34.0 kN \u00b7 X-Ring \u00b7 Solid bush<\/span><\/p>\n<\/div>\n

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\"super<\/p>\n

\uc288\ud37c X-\ub9c1 \uccb4\uc778<\/h3>\n

Triple-lip SX seal \u2014 the highest seal integrity in production chain design. The 530-SX reaches 43.0kN<\/strong>, the peak of the full range. Lube interval 1,000\u20131,500 km. For heavy touring and high-output machines where maximum service life is the priority.<\/p>\n

Up to 43.0 kN \u00b7 SX triple lip \u00b7 Solid bush<\/span><\/p>\n<\/div>\n

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\"motocross<\/p>\n

Motocross & Off-Road Chain<\/h3>\n

Solid-bore bushing (machined from tube stock, no seam) for impact resistance. The 520MX reaches 36.0 kN at 0.91 kg\/m. Jump landings and sustained shock loading that would open a curled bushing’s seam over time are handled without structural compromise.<\/p>\n

17.5\u201336.0 kN \u00b7 Solid bush \u00b7 MX rated<\/span><\/p>\n<\/div>\n<\/div>\n

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Side-by-Side Comparison<\/h2>\n
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\uc720\ud615<\/th>\n\ubc00\ubd09\ud558\ub2e4<\/th>\nBush<\/th>\n\uc724\ud65c \uc8fc\uae30<\/th>\nTensile (428)<\/th>\nBest Suited For<\/th>\n<\/tr>\n<\/thead>\n
\uae30\uc900<\/td>\n\uc5c6\uc74c<\/td>\n\uacf1\uc2ac<\/td>\n400~600km<\/td>\n17.8kN<\/td>\nTrack, fleet, disciplined maintenance<\/td>\n<\/tr>\n
H\ub4f1\uae09<\/td>\n\uc5c6\uc74c<\/td>\n\uacf1\uc2ac<\/td>\n400~600km<\/td>\n20.6kN<\/td>\nHigh-power engines, heavy load<\/td>\n<\/tr>\n
\uc624\ub9c1<\/td>\nO-Ring (1 lip)<\/td>\n\ub2e8\ub2e8\ud55c<\/td>\n600~1,000km<\/td>\n23.8kN<\/td>\nMixed conditions, street touring<\/td>\n<\/tr>\n
\uc5d1\uc2a4\ub9c1<\/td>\nX-Ring (2 lips)<\/td>\n\ub2e8\ub2e8\ud55c<\/td>\n800~1,200km<\/td>\n23.8kN<\/td>\nPerformance, adventure, wet roads<\/td>\n<\/tr>\n
\uc288\ud37c \uc5d1\uc2a4\ub9c1<\/td>\nSX (3 lips)<\/td>\n\ub2e8\ub2e8\ud55c<\/td>\n1,000~1,500km<\/td>\n28.0kN<\/td>\nHeavy touring, maximum longevity<\/td>\n<\/tr>\n
Motocross<\/td>\nOptional<\/td>\n\ub2e8\ub2e8\ud55c<\/td>\nAfter every ride<\/td>\nvaries<\/td>\nOff-road, MX, enduro, shock loading<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n<\/div>\n

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Drive Chain vs Timing Chain \u2014 Not the Same Component<\/h2>\n

Modern four-stroke motorcycle engines contain two separate chain drives. When a rider asks what chain their motorcycle uses, they almost always mean the external rear drive chain \u2014 the visible chain linking the engine output shaft to the rear wheel sprocket. But every four-stroke engine also has an internal timing chain (cam chain) that synchronises crankshaft and camshaft rotation to control valve timing.<\/p>\n

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Rear Drive Chain<\/h3>\n