Yes I did explore costs of ongoing maintenance parts and such. I also pay attention to "normal" maintenance intervals for many different bikes with the same equipment.
I hope we are not talking about the final drive belt that goes to the rear wheel (the one you can see without removing any case covers that is called the "Timing Belt" in the service schedule). That one should last a really long time and the service schedule doesn't say anything about when to replace other than to show in the owner manual what to look for to see when replacement is recommended. I do intend to follow the maintenance schedule while the bike is under warranty. And after that I'll take note of the condition of any parts or fluids replaced to gauge if I can resort to a slightly longer interval or keep to the indicated schedule. As one example: my CTX1300 had a valve clearance check scheduled at every 16,000 miles. Same bullet proof engine as in the ST1300 since 2002 and experience of many ST owners, and CTX owners, indicated that there is nearly a 99% chance that valves will not need even minor adjusting until somewhere between 60,000-90,000 miles at least.
I also noted during my own research how the maintenance schedule for new bikes tends to be VERY conservative and schedule things a lot sooner than really needed just out of caution until some time passes with the bike "out in the world" and more accurate scheduling of maintenance for many parts can be determined. Example, the oil and oil filter change interval in the earlier models of the AK were scheduled twice as often as shown in my current manual as were a few other maintenance items, but current schedule shows a much more normal interval. Brake fluid usually has a built in indicator that it is in need of replacing, it changes color. But if the color is same as new than likely it is fine for a little while longer. Coolant is different since color really doesn't change much, but specific gravity does so that would have to be measured (I have the tool for that).
A CVT belt failure in my Burgman 650 would have required dropping the engine out of the frame just to get at the CVT and then a major overhaul of the CVT with a new expensive belt (double or triple the price of the CVT belt for almost any other scooter with a CVT) and several gears and possibly a bearing or two needing to be replaced. A CVT belt fail in the AK would likely be no different than in most other scooters with a CVT... just a belt replacement and cleaning up in the CVT case and not really likely much else other than to verify the condition of plates and pulleys and rollers/sliders. No need to drop the engine out of the bike or replace other major parts.
Do you think you'll be riding more than 12,000 miles in a year? The maintenance schedule puts CVT belt replacement at 2 years or 12,000 miles. I look at indicated limits in the schedule to mean which ever comes first. So if you get to 12,000 miles before 2 years is up then go with that, if you go 2 years before you get 12,000 miles then go with that. I've regularly read about owners of many other scooters who measure the CVT belt to determine wear and if within limits given in the manuals they leave it for a while longer.
BTW- anyone know the price of the CVT belt? or the Timing/final drive belt?
I found these belts available on TBS web site for what looked like reasonable pricing but haven't priced from any other source yet.
https://taiwanbigscootershop.com/collections/ak550They have many farkles but also many service parts. The official air filter there is a better price than what I paid my dealer for one. Although shipping would make it about the same or slightly more depending how many items I order at one time.
