I just took a scope picture of one full cycle of ignition timing, and the result showed that the engine, cranked by the starter, (sparkplug removed) rotates at 5.868Hz (cycles per second) corresponding to 352 RPM.

Looking closer at the previous closeup of the timing peaks reveals that there is more like 16 mS between the peaks.

Calculating like before. I get the first peak to arrive 34deg before the other. If that last one is positioned 3 deg. before TDC as Mike has shown in his ignition curve thread, then it means that a stock system can time from 37deg. before TDC.
But it would not be difficult to mount small neodynium magnets exactly where they are desired to be, to place the trigger pulses at appropriate timing points.

So far so good, I now have the circuit built on a makeshift breadboard, not pretty, but it works.
The test rig looks like this: It contains the level shifter, with the associated batteries, to the left. At the botton the +-31 volt supply is connected.
Top right is the terminal strip where the Ignitor module is connected, and the small square dot left of it is the switch which can supply 12V to the black wire.
Left of the rig is the 12V supply to the Module.
All in all 5 power supplies to perform this task.
(And at this point, I am still nervous that I shall fry the module when I turn the supplies on)
Top right in the picture is the high voltage probe, which will measure the voltage drop on a resistor that is acting as stand in for the ignition coil primary coil. At this point I am not interested in generating sparks with the associated high voltage ballihoo. I just need a voltage step indicating if the current through the ignitor is interrupted. This means that the voltage across th resistor will be 12V when the coil is charged, and it drops to 0V when the ignitor disconnects the coil.

The tests did not bring any usefull conclusions.
Even after reconfiguring the test bench to supply +-60V into the trigger input, did I manage to make the module respond to the trigger signal in an even remotely coherent manner.
The only exception being at 3000RPM, where it locked in and produced reliable trigger: and where there is enough time to establish a current through the coil for the successive firing.

It is true that my trigger signals are pure square waves, whereas the signal from the timing coil of the bike are more like sinusoidal. This may be the culprit, although it is beyond mee how a comparator can miss a fast pulse.

Then there were the most frequent response which would occour over the range of revs, like this totally erratic response.

When the switch is opened, and current stops flowing into it,  it is a property of a coil, that it will try to maintain this current flow. To this end, it induces a voltage large enough to do so, and with this voltage it drives a current into charging the capacitor, spending the magnetic field in it during the process. When the coil is demagnetized, it is the capacitors turn to act, and it discharges through the coil, depleting the energy it had stored, and building the magnetic field back in the coil. Only a bit of the energy is lost due to the resistance in the coil.
Like a seesaw, this goes on and on untill eventually all energy is lost as heat.
This is a well known phenomenon, it is called the LC ressonant ringdown, and it was waveforms like this I was hoping to see.
I will have to do some measurements with the module in the bike to try to find out what I am missing.

If you feel like diving a bit deeper into the function of the good old points breaker system, here is the absolute best article I have found that covers the subject:


https://ttypes.org/conventional-ignition-systems/

To be continued