Along with being an engine design engineer for one factory race team, I also own and run an ignition system conversion business. that said, resistance tests on the coils themselves, with NO resistor caps fitted to them, is no longer adequate.
Resistance tests are fine to tell if a coil works COLD, or, if it is totally open and shot, but, that usually ISN'T where the coil has problems, especially epoxy filled coils, like we have. The ONLY conclusive coil tests are done with the coil at full operating temperatures, and on an off vehicle run testing machine, found at better auto parts stores.
Stock Kawasaki twin lead coils would test just like an electronic coil for a later model car, with two spark plug wire outputs per coil, like the GM coil packs mentioned in this topic. Testing on a single wire machine, ground one of the plug wire terminals to the coil negative yoke (ground the yoke to the tester ground for the coil), or wire, read the spark from the other wire.
Now, testing the resistor caps is OK using an ohm meter, but, they, as well, need to be at operating temperatures, or, their resistance values might not be totally accurate. Some, not all resistor caps have a spark plug terminal up in the cap that unscrews with a flat blade screw driver. Removing the terminal will allow a spring, metal disk and resistor to be removed, and most build up carbon on the resistor, spring and terminal, along with the connecting area in the cap. Simple cleaning usually brings them back to specification, as long as the resistor is in good shape, and, it can be read outside the cap, with a regular ohm meter. Also, if desired, a section of aluminum round stock can be subbed in place of the resistor, bo build a non-resistor cap, if the type of ignition system warrants doing so.
There is usually a single number on the cap. located in an identification part number, as an example, LB05F, the '5' is the resistor rate, 5K ohms.
Just FYI.