In 2024, the term “retro motorcycle” can mean many things but few, if any, manufacturers take the concept of reviving and rethinking past models to such extremes as Praga. While most mainstream, mass-market retros run on thoroughly modern chassis designs, for instance, the Czech company’s handcrafted ZS 800 rolls out of the factory as an unabashed hardtail, complete with a girder fork and even drum brakes.

There, that got your attention. Whatever you may think of motorcycles that lean on past glories to justify their existence, this one is impossible to ignore. The ZS 800, a loose reincarnation of Praga’s 1928 BD 500, is an oxymoron of contrary and daring engineering; blends ancient design concepts with exotic state-of-the-art materials; and weighs little more than a moped. Seemingly devoid of compromises or restraint, it also comes with a starting price of $98,500 (91,000 euros).

Just in case you missed it, Praga (for Prague) is primarily the producer of madly expensive road-legal hypercars such as the 700 bhp Bohema, but back in the 1920s, before World War II and then the subsequent rise of communism curtailed the fun, built cutting-edge bikes such as BD 500. The BD featured a four-stroke DOHC engine designed by young engineer Jaroslav František Koch, who in 1928 proved the bike’s speed, reliability, and innovative design by riding it 1,480 kilometers (920 miles) from Rome to Prague in under 36 hours.The ZS 800 is an exquisitely detailed homage to both that machine and moment, and is the creation of Jan Zuzi, an engineer from the Bohema project. Jan and fellow engineer and bike enthusiast Radek Šebesta wanted to produce a replica of the 1928 bike, but using modern lightweight materials and technology. While the engine is an air-cooled parallel twin taken from the Kawasaki W800, the rest of the ZS is handmade and completely bespoke.

The chassis features a chrome molybdenum steel frame, forged carbon wheels with laced carbon spokes, as well as hydraulically operated drum brakes. While there’s the aforementioned Öhlins activated girder system up front, there’s only a (Öhlins) damped saddle on the hardtail rear. With carbon and titanium deployed throughout, the ZS’s weight is just 142 kilograms (313 pounds).

Praga is limiting the ZS 800 production run to just 28, five of which will be $106,900 (98,800 euros) carbon specials. Our testbike was one of the five, and while a high-mile, in-depth road test was never on the table, Cycle World was nevertheless invited to give the ZS 800 a brisk spin in the English countryside.On the RoadZuzi and his design team could have chosen almost any mid-cube engine for their BD 500 tribute but opted for the air-cooled Kawasaki W800 power unit because of its simplicity, looks, and bevel gear-driven cam. The standard W800 makes just 47 hp at 6,000 rpm and 46.39 lb.-ft. of torque at 4,800 rpm. Praga claims the bike produces a fraction more than standard due to the ZS’s freer-flowing titanium exhaust and revised fueling, but 50 hp remains the quoted max.

Jump on (carefully), ease into the beautifully formed single saddle, and the absence of bulk or mass is immediately apparent. The bars are wide like it’s 1928 again while the view of the ZS’s intricate carbon detailing and titanium componentry moves you into a future world of undiluted ideas and extravagance. One press of the carbon starter button and the usually muted long-stroke twin snarls into life. The twin exhausts—hand-made, obviously—don’t have a catalytic converter or any significant noise-canceling properties and are charismatically sharp as the throttle is blipped.There’s no rev counter, just a perfectly judged analog speedo (in km/h) set into the headlight shell. Ease first gear home, open the throttle, and that lightness (142 kilograms/313 pounds, dry) translates to acceleration that is notably livelier than the W800. I was initially a little thrown by the ZS 800′s sheer strangeness but the W800 motor churns out a familiar spread of torque and pulls through the revs effortlessly, encouraging relaxed short-shifts. There are no rider aids or traction control, not even ABS, but that tangible and delightful lightness adds an edge that makes overtaking that little bit easier than on a W800. The ZS is not fast but it’s certainly not slow either, and will surprise road users lucky enough to encounter one at the lights.

Of course, all the time, there are eyes on you as you sit upright, arms spread, this near weightless jewel and sculpture below. As noted, the design team was inspired by Praga output of the 1920s, which explains the drum brakes (twin up front, single at the rear), while the front end is essentially a very old-school girder system. The drums are hydraulically activated, thank goodness, and that girder front end has a modern, fully adjustable Öhlins shock, complete with titanium spring, to manage the load. But the rear is an unadulterated hardtail. Any damping is done via the air in the rear Dunlop alone.

Alongside all this rethought and updated old technology are some thoroughly modern touches, including lightweight 18-inch carbon wheels, complete with intricate carbon spokes, which save on unsprung weight, and a lightweight chrome molybdenum frame, which weighs about the same as the frame on a typical 125. The springer front end has little to no dive, and in this respect is similar to the BMW system, but it’s mesmerizing to watch the beautifully formed arms moving up and down as it controls road imperfections.

Rider comfort is obviously heavily compromised by the absence of rear suspension but the Praga isn’t as punishing on poor surfaces as many hardtails I’ve ridden because under, and connected to, the seat is an adjustable Öhlins shock that smooths the jolts transmitted into the bike by bumps in the road. If you move forward on the sculpted seat, there is less cushioning, but if you sit farther back there’s more leverage through the shock, and the ride is softer. And you don’t get propelled out of the seat on the rebound as you do on hardtails with crude bed springs under the seat to supposedly soften the blow.

This isn’t suspension, of course, as it has no effect on the rear tire’s ability to find grip and traction, and at times I could feel the rear tire skip when I got a little carried away, quickly followed by a nervous twitch in my bank account.

This is, however, a bike with a level of craftsmanship like no other on the market. The hand-woven carbon rims and delicate carbon spokes are works of art. The construction and welding on the frame must have taken days, if not weeks. Almost every screw, nut, and bolt is titanium, and the 3-gallon tank is an integral part of the frame. The “tank” you can see is simply a carbon cover that hides most of the electrics and modern parts never thought of in 1928. Walking around the ZS, feasting on its contrary blend of obsolete ideas and radical new thinking, its execution and finish is as good as going for a ride.

VerdictThe ZS 800 is eye-wateringly expensive but not entirely alone in this sector. Californian bike builders Arch, fronted by Keanu Reeves, produce the hand-built KRGT-1 which, while not a retro, is priced at $91,000. And Brough produces hand-built retro exotica in France, with prices at $77,000 and above. That said, there are those who are simply going to look at the price of the Praga ZS 800 and write it off as a crazy indulgence.I understand but don’t agree. For the few who are going to be lucky enough to afford the ZS 800, this Czech masterpiece is not just a work of art but a motorcycle that works well for what it is. Skilled engineering and craftsmanship have been given the opportunity to shine. Archaic concepts such as drum brakes and hardtail chassis are rethought, updated, and given a welcome outing in 2024.

Above all, Praga’s enthusiastic and clever engineers have paid homage to the original BD 500 with an unparalleled level of individuality and pride. Merely spotting one on the highway will be a miracle and actually owning one a near impossibility. But we are very glad this superb Czech retro exists.

2024 Praga ZS800 Specs