I sure won't discourage going to Magnacore cables, but I don't see any advantage to putting a lot of power into the ignition system. The system only ever needs enough voltage to ionize the gap and enough current to put some heat into the spark.
Say that the ignition system can make 100,000 volts but it only takes 50,000 volts to ionize the gap. 50,000 volts is all that the system will ever generate, leaving the last 50,000 volts potential unused. There is a point of diminishing returns on gap. Opening the gap up places more demand on all of the other components, which shortens their lifespan.
Witness when the GM HEI's first came out. They had the power for GM to spec 0.060" gaps. What GM found was that the all of the rest of ignition high voltage parts didn't last very long. GM has since backed off their gap spec to 0.045" and those parts last a lot longer without any detectable loss in mileage or performance.
With a combustion chamber that has significant turbulence there probably is an advantage to multiple sparks within the same combustion event. Without that turbulence those secondary sparks will take place inside of gasses that have already combusted or partly combusted. I wouldn't expect a lot of gain with multi-spark systems in a low turbulence combustion chamber.
There is power and efficiency to be found in ignition systems, but realistically you'll need to look into the plasma and lazer ignition methods to reap much benefit.
I put an MSD-6 on a car that already had an OE electronic ignition. I thought that there was a small improvement in how the car ran, particularly when cold. In diagnosing a problem about 6 months later I went back to the OE igintion and could not tell any difference in how the car ran. I mention this because it is easy for the butt-dyno to be misled. If you're going to be honest you need to find some repeatable method to quantify any changes in performance.
