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The first thing I did was go to a Ford dealer, and asked them photo copy the manual for the transmission, which they where nice enough to do for free. The info came from a service manual for a 1981 Ford, Full-Size Bonco. It was the closest they could find, but it had the same tranny, so good enough for me. I then read the thing about 50 times, until I had a firm grasp of what I was getting into, and what things might be beyond my capability. I figured that if it looked too tough, I would have it done by a professional before I took it apart and made a mess of the whole thing. They would probably charge me double, if I just brought them a box of parts, and said "Please Help....Please!!! I'm in way over my head and am at your mercy." After careful reveiw, I decide that I could probably manage. So off I went........ Click here for a pic from the service manual of an exploded parts view. It's about 200kb in size. To disassemble the NP435, I first drained the fluid, then removed the top cover. I have never seen the inside of a manual transmission before, so I just poked around, and turned the gears to get a feel for what all that crap inside did. To get the output shaft out, I had to remove the input shaft retainer, and the input shaft. This is done by removing the four bolts on the front of the housing, and pulling the retainer off. There may be a pile of gaskets/shims between the retainer and tranny housing. These shims set the end play of the input shaft and bearing, so try to keep them in one peice. A section of the input gear has no teeath on it. To get the input shaft off, I had to rotate the gears until the "no teeth" section was down, and then it slide right out. Next, it was time to remove all the gears and synchronizers from the output shaft. Working from front to back, the first thing to come off is a roller thrust bearing that sits between third gear and the input shaft. Mine fell off down to the bottom of the case, and I had to get the fishing pole out to retreive it. Next is the third and fourth gear synchronizer. It too just slides off. In side the synchronizer, is a clutch gear. It is loose, so I took care not to let it fall out, because I didn't want any wear problems if I reinstalled it differently. After these parts are removed, it was time to remove the output shaft from the case. I used a block of wood, and my precision transmission adjuster (sledge hammer) to tap the output shaft out of the back of the tranny case. I than removed the output bearing snap ring and placed 1" thick peices of square steel tube between the case and the bearing. Then I again used my precision transmission adjuster and pounded the output shaft back into the case, which forced the bearing off. I have a new bearing, so I was a bit wrechless here. I was careful not to let any of the gears contact each other while I performed this delicate operation. Once the bearing was off, I removed the output shaft from the case.
With the output shaft on the floor, I banged on it with a chunk of cement that I
had left over from some foundation work I was doing. Just kidding! Now that the
output shaft is out, I could remove the remaining parts. They are the second
gear, second gear synchronizer, first gear, and first gear stop. The first gear
stop just slides off the back of the output shaft, than first gear can slide
off the back too. There are two small "c" shaped peices of spring steel that
fit between the first gear and the output shaft that keep the first gear from
moving around too much. (I think anyway) It took me forever to figure out where
these came from, 'cuz when I took the first gear off, they just went flying, and
I didn't see where they came from! When I examined the wear
marks on the clips, I figured they must be sandwiched between the splines
on the output shaft and the first gear. So slide the gear back onto the shaft,
and found gaps between two splines on opposite sides of the shaft. After
alot of f**king around, I finally managed to get them in there, and it
seemed good.  
That will be their new home when I assemble the new shaft. The second gear synchronizer is attached to the second gear, and came off as one unit. That's it. Time to assemble all this junk on the new shaft.
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