The typical coil-on-plug arrangements I am familiar with are pulse-driven coils, often supplied by 5 volts or sometimes even 3 volts, from the automotive computer that controls them. The computer pulses them, much like is found in the electronic ignition of the CB650 SOHC4 bike, instead of running them as a Kettering system (points that open for spark). It's a fully differently-driven coil method (non-Kettering design), and they will burn out quickly if fed power for 50% charge duration like these bikes contain. It's just a very different approach to firing the plug, which allows for multi-sparking at low engine speeds (usually to reduce emissions), mostly below 5000 RPM. Since these engines [should] spend most of their time between 4000 and higher RPM, the multi-pulse system is not of much benefit, anyway.
Back in the 1970s, dragracers would sometimes use car-type coils (typically 1 to 2 ohms impedance) to get "more spark", not realizing that the lower a Kettering coil's primary resistance is, the shorter that coil's spark duration will be - the result being poorer high-RPM performance (and serious wiring troubles). The SOHC4 combustion chamber designs in all 5 of its engine heads (750, both types, 500/550, 350F/400F and the tiny 250F) desires a longer-duration spark to fire the swirl-charge fuel-air mixture that is spinning past the sparkplug. The longer the plug spark is, the wider the flamefront becomes, which directly becomes torque at the rear wheel (and cleaner sparkplugs).
