It turned out to be a 1950's Triumph Thunderbird swinging-arm frame with an almost new 741 engine and gearbox unit. Indian rear wheel and brake and cut-down rear mudguard. Fuel and oil tanks were Indian. Unfortunately there was no room for the kickstart block to bolt onto the back of the gearbox as the swing-arm was in the way - which made for interesting push starts, especially in town!

A school friend visiting Kenya was impressed with my little bike and asked where he could buy a bike. I took him to see the Indian which he bought on sight. Having never ridden a bike before he took to the Indian no problem. He also got a partially dismantled engine in the deal. Three months later when his work was up he offered me the bike and I had a day to raise 1000 Kenyan shillings (about £50 then), so I visited my local second-hand store and traded my Kwaka and an old stereo for the cash.

Bought the bike and proceeded to ride it home on my maiden voyage. By the time I got home I was hooked and immediately set off on another ride. Some time later and after many many miles, I decided to change the bike for the better. I traded the Triumph frame for a Matchless G3L rigid frame and tele forks. 

The local Kawasaki agent, Cycle Importers Ltd, had a roomful of Indian spares in the crate with tropical wrapping, the contents of which I was only parially aware. I know he had NOS tanks, exhausts, carb parts and distributor parts. In his shop window was a brand new 741 motor, complete and covered in Cosmolene. I had seen it before but knew it was the last one so I bought it, again for 1000 shillings. This I put in the new bike which could now accept the kickstart as it was a hardtail. This was a sweet handling bike with a crisp new engine! The only thing apart from washing off the Cosmolene was that the clutch plates had seized together and needed separating, washed and reassembled. I eventually sold this bike when I left Kenya in 1978.

Move forward 10 years to summer 1988. I am walking to my lock-up garage when I hear a familiar sound. I round the corner to see a guy on a 101 Indian Scout! This turned out to be Alan Forbes. He then showed me what he had in his garage, an immaculate 1931 Indian "4". I had my leg in plaster from a bike accident but he offered me a ride on this beautiful bike. I took the "4" up the road a couple of miles and back and that was it... hooked again! 

A couple of months later I bought a basket-case 1947 Chief from Alan and ended up working at his Motolux shop, getting paid primarily with Indian parts. It took four years to complete but that bike was ridden everywhere as it was my only transport at that time. Again, regretfully, I had to sell the Chief in 2005 for financial reasons. That was the time I thought "I'll build that Featherbed Indian special I always used to talk about with my mate Dougie". 
 

1947 Chief in Scotland in the mid 1990s

Besides winning the Best Chief award at the legendary 1995 International Indian Rally in Scotland, and having its photo in at least one of the Indian books, the Chief has also been "honored" (whithout its owner being asked) by makers/sellers of various stuff on eBay!

I wanted a belt drive primary with a large front pulley to raise the gearing. Disc front brake with hidden master cylinder. As much stainless steel as possible to defeat rust, large central oil tank, Indian switchgear, ammeter etc. 

Cycle parts are mostly after market Norton items, using a cush-drive Norton Commando rear hub and an RGM disc brake. The disc brake has a BMW cable-operated master cylinder under the tank to keep the handlebars as clutter free as possible. Indian horn button and dip switch are used. The tank is a Manx type 5.5 gallon type and the oil tank holds one gallon, with a cartridge filter on the return. 

IPE electronic ignition is used for more accurate timing. Bonneville cams and exhaust lifters are used, and the oil pump completely overhauled, lapping in the covers and employing new gears. Carb is a 40mm Mikuni flat-slide pumper on a Kiwi manifold adaptor.
 

This was duly done after a long wait and then I could proceed to making up engine and gearbox plates, starting with cardboard templates, moving on to wood and finally 10mm Dural. This I did with the help of my mate Fruby. Many hacksaw blades perished! 

I made up special blocks on my milling machine which bolt to the back of the crankcases for the plates to bolt to, a very solid arrangement. The Featherbed frame has been braced at the top for the head-steady to bolt to and help brace the steering head, and has extra lugs welded onto the frame downtubes to help accommodate the extra weight of the engine. The engine is parallel to top frame tubes and clears central oil-tank at the rear cylinder.

Once the engine and Norton/AMC gearbox were in the frame everything was fairly straight forward as can be seen in the photos. It can be a beast to start at the moment; I think the pilot jet needs altering. 
 

If anyone would like one of these bikes please get in touch. I can build them in touring spec also, with double seat, standard footrests and pillion pegs etc. I am based in Edinburgh, Scotland. (to avoid too much spam, use the contact link below, and I will put you in touch. Moen)

Also in my possession is a 1940 Bonneville Sport Scout which I have rebuilt the engine and gearbox and have most the parts for. The problem is the front frame downtube which is out of line. Everything else seems straight. All sub-assemblies are built and ready to fit. It will be a bobber as I like that look on a Scout rather than the skirted fenders standard on this model. I hope to have it completed by next spring with any luck!