I have to say these year models are one of the difficult ones to adjust. You state a Flap Motor but there is also with age a possibility the Flap Follow Up System is aged and sticking. I suspect there was also work done on Follow up, intermediate switch and likely the Up/Dn full travel switch system. All of these have interaction and all needs synchronized. This includes the Follow-up Cable & Selector Lever. You not only need to coordinate these but also adjust so the travels are in spec. This is where you are probably getting the cycling issue in the follow-up Cable to lever and intermediate Switch positions. Fact is that is the portion of system but there can be several issues creating it and not necessarily an adjustment if deteriorated/frozen Cable.

These can be very finicky at times (time consuming).

I have rigged these Systems and then had the 10 or 20 "wandering Flaps" during Post Maint Flight. Sometimes you can get all the various Switch adjustments and travels accurate however there is a fine line between rigging the Switch assemblies and issues with the Follow-Up" System. I have added the Spring Spacers as well (actually always have one is stock for those MIA). I have just about determined if switch adjustment isn't a cure then going to follow-up is the only remaining option. As others already mentioned the various items that can have an impact on this is still a process of elimination and can be quite time consuming to resolve at times. There was a period a few years ago where that particular replacement Follow-Up Cable from Cessna was a bad part that only complicated the issues. BTW, the Cardinal System is even worse when it comes to replacement Cable....

Sometimes tightening the Selector Lever so it wont just fall on its own weight is needed. I have found these either way too tight or way too loose. The entire System has many variables and there are times all of these need to be gone through systematically to get it working correctly after many years of no service and improper adjustments.

I will only add that once you get any work accomplished on these systems that the degrees of travel are verified for accuracy and in tolerance after the adjustments are completed. When re-rigging Aircraft this is probably one of the most common mis-adjustments noted along with tensions.