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The reason we don't use kettering-ignition anymore is not due to the latency of the points switching the coil-- when the distributor shaft cam pops the points open the field breakdown begins instantaneously. The problem is that a single coil does not have time to charge between ignition events at high rpm. Hence, CDI in 1969 (from the factory, things like the Sydmur Fireball and Delta Mark Ten were used before then) which effectively stores energy while the points are closed, then dumps it into the coil when they open- the capacitor charges so fast that high-rpm weakness is not an issue. The sacrifice is spark duration.

A CDI coil differs from a conventional one in that it has a fairly low turns ratio and low impedance compared to a kettering coil. The issue with these things is heat: if you try to use a kettering coil with a CDI, applying a 450V pulse to a coil with a 200:1 turns ratio will blow it up pretty quickly.

So that's my answer- it's not the switching, it's trying to use a single coil on a high-revving six cylinder engine that requires a lot of ignition energy due to high dynamic compression that's the problem.