Assumption: by “choke_cable” you mean the throttle‑/kickdown (TV) cable that mechanically links engine throttle to the ZF transmission’s throttle/kickdown valve. Below is ordered theory, a concise adjustment/replacement procedure, and why the repair cures common faults.

Theory (how it works)
1. Purpose: the TV/kickdown cable communicates throttle opening to the transmission. That input sets two things hydraulically: (a) shift timing (when the gearbox changes ratio) and (b) line/shift pressure (how hard shifts are).
2. Mechanism: the cable pulls a lever or actuates a valve in the valve body. Greater throttle pull = valve opens more = higher “throttle pressure” signal to the regulator valve, which increases main line pressure and changes spool valve positions to delay upshifts and firm up shifts. At wide‑open throttle the kickdown position forces a downshift.
3. Two limits: idle/neutral position (cable slack/stop) and full‑throttle/kickdown stop (maximum pull). Correct geometry and free play between those limits is required so the hydraulic map is what ZF designed.
4. Fault effects of incorrect cable condition:
- Too much tension (over‑pulled): higher than intended throttle pressure → delayed upshifts, harsh/late shifts, increased wear/heat.
- Too loose/slack or stretched cable: low throttle pressure → early/soft shifts, slipping under load, burned bands/clutches, limp behavior.
- Binding/dirty cable or sticky lever: intermittent or no correct signal → erratic shifting or failure to downshift/kickdown.

Ordered procedure (theory‑driven, generic — model specifics/measurements vary; follow vehicle/ZF spec when available)
1. Safety & prep: vehicle on level ground, parking brake on. Engine at normal idle temperature unless spec requests cold. Transmission in Park (or neutral with parking brake). Inspect cable outer sheath, ends, bushings, and lever for wear/corrosion.
2. Free the cable: loosen the locknut/adjuster at the transmission end enough to free the cable so the lever rests naturally at idle stop. Verify the engine throttle is at idle and throttle return spring is functioning. This defines the idle/neutral reference.
3. Set idle reference (no preload): ensure there is the specified small free play at the transmission lever so the cable isn’t pulling at idle. Lock the adjuster so the lever just contacts its idle stop without preload. This prevents increased line pressure at idle.
4. Check full‑pull/kickdown stop: manually open the throttle to the full‑throttle position (or use a helper) and observe the transmission lever travel. Adjust the cable so at full throttle the kickdown position is reached exactly at its designed lever position (or per spec travel). Tighten the adjuster/locknut.
5. Verify intermediate travel: release throttle and verify the lever returns smoothly to idle stop with correct free play. Cycle throttle several times and watch lever movement for smoothness/no binding. Lubricate cable ends if sticky.
6. Road test & fine tune: with care, test shifts under light and moderate throttle. If shifts are too early/soft, slightly increase cable tension (move adjuster to reduce free play). If shifts are too late/hard, slightly reduce tension. Make small adjustments and retest.
7. Replace if necessary: if cable is frayed, stretches, binds, or housing is crushed, replace the cable and repeat the above setup. Replacing restores predictable mechanical geometry and removes variable stretch/binding.

How the repair fixes the fault (concise cause→cure)
- Fault: early slipping/soft shifts caused by a stretched/slack cable. Repair: replacing or tightening the cable restores the intended throttle pull vs. lever position. The valve body now receives the correct throttle pressure signal, raising line pressure appropriately when demanded and stopping slippage.
- Fault: late/harsh shifts caused by an over‑tensioned cable. Repair: reducing preload returns throttle pressure to design values, lowering excessive line pressure and restoring normal shift timing and firmness.
- Fault: erratic shifts caused by binding/broken cable or worn end fittings. Repair: replacing/lubricating and properly seating the cable removes non‑linear inputs, so the valve body sees a smooth, repeatable input and shifts predictably.
In short: correct mechanical geometry = correct hydraulic input = correct shift timing and pressure, which eliminates slip, harshness, delayed shifts and heat/wear that arise from wrong cable setting or failure.

Model note: exact adjustment points, specified free play/travel, and whether to adjust at throttle or transmission end are ZF‑model and vehicle specific. Use the manufacturer spec if available.
rteeqp73

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