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A synchronous belt does not slip, and everything good and bad about it follows from that. It holds position, which is why it drives anything that must stay in phase, and it transmits shock straight through instead of absorbing it, which is why a jam at the driven end is felt by the motor. Tension is the specification detail most often got wrong on site: a V-belt is tensioned by feel and a timing belt is not, because it needs only enough tension to keep the teeth seated, and over-tensioning it does no good at all while quietly destroying the bearings at both ends. Selection starts with the pitch — the tooth profile and spacing, in codes such as MXL, XL, L, H, XH and XXH — then belt width for the torque, then the number of teeth in mesh, which is what actually carries the load. Say the centre distance and whether it is adjustable, since a synchronous belt needs either adjustment or an idler.
The more of this you send, the closer the first quotation lands.
| Pitch and profile | Trapezoidal codes MXL, XL, L, H, XH, XXH, or a curvilinear profile |
|---|---|
| Belt length | Number of teeth, or the pitch length |
| Belt width | Sized for the torque, not for the pulley face |
| Pulley tooth counts | Driver and driven, which set the ratio and teeth in mesh |
| Transmitted power and speed | With the service factor for the load character |
| Shock loading | A synchronous drive transmits shock rather than slipping |
| Centre distance | And whether it is adjustable, or needs an idler for tension |
| Tensioning method | Slide rails, idler, or fixed centres with a tension gauge |
| Belt construction | Neoprene with glass cord, or polyurethane with steel cord |
| Environment | Oil, dust, heat, or washdown at the drive |
| Pulley flanges | Which pulley is flanged, to keep the belt tracking |
| Quantity | Belts and pulleys as a set per drive, plus spares |
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