Question on Ignition Coil Wires

Mostly for RFI and EMI suppression, but there are more factors to consider....

https://www.magnecor.com/magnecor1/truth.htm

You are correct that low resistance wires will typically put more electrical energy at a load (spark plug) but in the case of any atomized fuel ignition system the fuel and not the electricity is the dominant source of energy. Getting a spark to form across the gap to ignite the fuel is the goal of an ignition system. Also, a spark gap is a very non-linear load. Prior to forming an arc, the impedance of a spark gap is the range of GΩ of resistance. While an arc plasma exists across the gap electrodes the resistance can be easily below one ohm.

There are several other advantages (reduced RFI) to having a moderate resistance between ignition coil and spark gap but the non-linearity of a working spark gap is the root of the situation.

FYI

The reason improved spark and performance happens with resistance spark plug wiring is there are more effective sparks per engine ignition cycle.

A low resistance connection between gap and coil causes the most amount of electrical energy to be consumed on the very first spark cycle. If that first spark fails to generate a propagating flame wall of the fuel/air mixture for any reason (moisture, bad luck) in the combustion chamber then a second significantly lower energy spark has only about 30 microseconds to ignite before reaching TDC (assumptions: 4000 RPM, 8 cylinders, ignition timing 6° BTDC). Points and condenser ignition systems would add very little energy into the ignition coil core for subsequent oscillation cycles. With a resistance between gap and coil, the spark interval is more uniformly formed and thus any of the early arc cycles will likely ignite the fuel when desired to maximize the kinematic transfer, expanding gas power to crankshaft power. A more robust timing and coil driven circuitry have improved consistent ignition sparks even further.