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The O and G can go two ways onto the + and - ignitor pins, and the B/r and an earth could go onto the magneto pin in two different ways. It gives a total of four ways they could go. Then it may be that the ignitor pins are meant to be connected to the B/r and earth wire, and the O and G are meant to be on the two ignitor pins. Then there would be another four possible combinations of ways they could go. You need to try them in all eight combinations of ways...

Old style cdi used the rising trigger voltage to trigger the coil and that then automatically advanced the timing because the trigger voltage is higher at higher revs. The higher voltage meant that it got to the trigger point voltage sooner in the AC wave. Those type cdi could have their timing and advance moved by positioning the trigger coil closer to the magnets. Later designs use digital components to calculate the revs and advance the timing by a combination of digital and analogue means. These sorts take their initial timing from the point the rising voltage from the trigger stops rising and starts to go negative. Instead of triggering at a certain voltage on a rising wave like the earlier designs, they trigger as the voltage changes from positive to negative. That point never changes and the digital timing control allows a better advance curve. I'm pretty surer that Snicks bike, and the replacement cdi, will be the earlier design.

The problem i had is they would start and run and idle but would not keep up with the timing advance i figured it may be specific to different engines and gave up.

Are you sure it is a VIN number Snick ? It might only be a frame number.

The trigger windings might need swapping around the other polarity to correct the ignition timing. The cdi fires when it gets a signal from the trigger coil, and on older bikes(like this) it's common for the firing to be triggered by the AC voltage coming from the trigger coil rising to a certain point, then, as the revs and speed of the flywheel magnets get faster, that critical voltage needed to fire the cdi occurs earlier in the rotation, while the magnet is further from the trigger than it had fired at low revs. If the firing was too early, you might need to move the pickup coil further away from the flywheel, and/or, reverse the wires. It might be that the trigger coil is wound such that it sends the wire into a negative voltage leading up to the magnet, then a rising(positive) output after the magnet has been passed. Then you will get ignition timing that is retarded, and that gets more retarded as the revs rise. Swap the trigger windings first, then if that doesn't get it firing at the right time, swap the capacitor charge wires about. Inside modern cdi there are integrated circuits that count the pulses of AC coming from the stator, and only fire after a certain number of AC waves and then a trigger signal. To be sure whether the cdi is going to run the bike(and it probably will), then you need to try the wires in all four possible combinations of connection polarity.