I am back here with a report about the Ignitors way of handling the ignition timing, during start and during driving.
And does it have a cut off function at 10K RPM?
There are 2 synchronization pulses coming into the module, one positive, one negative, and it was my theory that by applying 12V to the module via the black wire from the starter relay, the negative one of these pulses would be chosen to time the spark early. And when this voltage is removed as the starter relay is disengaged, then the ignitor picks the positive pulse as the timing reference.
Initially, this seemed like a trivial task to perform, but It was not. My function generator, although (or perhaps exactly because) it is an advanced one, could easily generate the required train of pulses, but only up to +- 10Volts, so I had to design a level shifter that could boost the output to +-31V, this voltage being the limit of my bench supply.
The picture here shows the schematic of the level shifter, with the floating battery driven gate driver supplies needed to make the 2 MosFets switch reliably.

This scope picture shows the relevant waveforms for the test.
Yellow and cyan traces show the signals out of the function generator, the magenta trace shows the signal out of the level shifter. The level shifter not only boosts the voltage to +-31 volts, it also combines the 2 discrete pulses coming from the function generator.
When I took this picture the voltage was turned down to +- 10 volta, one cannot be too carefull.....

But just as often it would go like this: No ringing, no spark.

Just as a reminder, I made a mock up of a traditional points breaker ignition system: A 4.5mH coil (the flat disk which is a high voltage transformer coil I made a couple of years ago), a 300nF capacitor and a nice little switch (the black square thing) hooked across the capacitor, just like a breaker point.
This is what it looks like in hardware:

Reading through your experiments, I am missing the big picture.  As I left, I thought you had no working ignition module.

It sounds like:
1) You got another good ignitor module, and used it to produce IMG_20250616_183557_NR?

2) You built a circuit that is intended to replace BOTH pickup coil and ignition module and connected this to the ignition coil?  Or, is your circuit intended to replace only the input from the pickup coil, and connected to the Suzuki ignitor?

FinnHammer wrote on Today at 01:36:20:

You know a lot more about electronics than I do, and I appreciate what you are trying to do.  It's easier to understand when all the particulars of the experiment are fully described, so nobody has to make assumptions.

The output voltage shown in IMG_20250616_183557, looked to me to be about 40V max?   That's quite a lot for a pickup coil, when I've seen numbers mentioned around testing pickup coil signals, they were just a few volts, but this was probably with the coils operating open circuit on the measuring meter.

One thing that I mentioned it early in the thread, was that it seems like the "noise" of the 3 phase alternator represents quite a regular pattern of pulses.  These would be clearer if the X and Y of the signal shown in IMG_20250616_183557 were amplified, but it does look like the voltage is bouncing consistently between something like 0 to 13 volts.  

If, Suzuki had chosen to use these low amplitude "noise" pulses for determining engine speed, and not just the once per spin signal from the dedicated reluctors, with 9 sets of coils in operation, it seems like those low amplitude pulses at ~333 rpm, would be coming out at 3000 Hz?  If Suzuki was using this method, and had decided that this number was the lowest rpm that the ignitor would produce spark at, that might account for your trigger circuit eliciting no response below 3000HZ.  Could the ignitor be counting your spark trigger pulses, then operating as fast as it is capable of producing sparks?

What was the behavior at 4000, 5000, and 6000 Hz?

Certainly modern rotors have many, many nodes to produce a much busier crank position signal than a single pulse per rpm.  The rotor pictured is from another single cylinder bike.  What we don't see, (on the back side in the picture), is a wide node, then a gap, but this rotor has something like 27 nodes.
https://i.ebayimg.com/images/g/f3AAAOSw3h1ZQpM5/s-l1600.webp