Hi Everyone,
Rumor has it there were several CDI with rev limiters, but most were early units. The following bit of information is worth considering if you think you have a CDI with a limiter. I know the 2001 Pacemaker II[wife's bike & set record in Padacuh, KY in 2005], the 2002 Pacemaker II, 2003 Panther, 2005, 2006, 2007, & 2008 NE5, didn't have operational rev limiters. My 1999 didn't have a rev limiter in the CDI, however the CDI unit had been replaced prior to purchase. And now for the rest of the story....... the CDI isn't a high failure part, so if the CDI was replaced with the CDI from Whizzer it might have been from stock made at an earlier date. No one could have known the CDI failure rate and could have easily ordered too many for backup stock and might have taken a long time to dispurse. The reason I mention this possibility is because all of CDIs in my stock have the exact same markings on them [were purchased at different times over several years], but when looking at the CDI modules on the 2001, 2003, & 1999 models the marking are different.
I suspect the units I have in stock are older and could possibly have a rev limiter circuit built in. Although I have never had a rev limiter problem [my NE powered 1950 Sportsman produced well over 8000 RPMs at Dawson Springs, KY last year], I know there must have been a limiter used, because I know a paper was written about defeating the limiter circuit by Ron Dow. I don't remember exactly, but I think it has something to do with a capacitor tank circuit.
Unless you have an early model with the original CDI, I would look elsewhere for the RPM limit.
No matter what the following two conditions must be present in order for the Whizzer to fire, the green terminal on the coil must be ground, and secondly the green connector on the CDI must NOT be ground. The "stop/run" switch on the right control "shorts" the CDI green wire to ground in the "stop" position. The key switch "shorts" the CDI green wire to ground in the off position. The green wire to the coil should always be ground, and if not, "fix" it. Another interesting comment concerns the horn, the horn is always "hot" on one side and the ground is applied by the horn button on the left control. Usually the gray wire attached to the horn is 12V DC. If the battery is low, weak, or defective, the horn usually suffers, and often won't work at all.
Later wiring harnesses used a ground loop for the rear tail light, and wouldn't fire unless the harness was intact. Just always remember the two needed conditions mentioned earlier to have fire.
Grounds are more often the problem with lights, and if in doubt, run a new ground. Whizzer likes a two ground system, so black wires are ground, and some green wires are ground.
The gray wire on the horn [12v DC] is also connected to the brake light system, flasher, key switch, and AC/DC module.
You might try a smaller main jet. Too rich will shut motor off and lowering the throttle position will ignite it again. The most common jets are #82 & #85.
Also try the tank "vacuum" test.
Have fun,