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The CPS, while sharing a housing with the distributor/points system, does not share any direct circuits. Power surges though the primary tension line isn't going to affect the CPS' performance much less damage it.

The ECU won't get a signal from the CPS when the engine is off or register any codes for it because it knows it won't get one if the engine isn't running. The engineers who programmed it are brighter than this.

You may have a bad ignition coil AND a bad distributor, but they are not mutually inclusive.

The infinity reading of the ignition coil's secondary coil is bad and yes, that should be replaced.

Did you test the coils at the ends where the pigtail ends inside the housing? Bad wiring or a poor connection between the probes and contacts will skew any measurements you take from the CPS/distributor. Yes, those measurements are a bit high but they're only likely to cause performance issues and not crippling misfiring. If the wiring is the problem it would be much more cost effective to patch the harness as needed and adjust the pickup spacing and keep looking to see if there are any greater problems first. Also, most replacement distributors include o-rings, a rotor and a cap.

Time between tests means nothing unless you're measuring circuits with significant capacitance.... OR the testing conditions are dependent upon temperature. Some faults are temperature specific and if you notice an issue more often under one condition or another it will help to test under similar conditions (even if it means testing a part with a hair dryer blowing on it for 15 minutes.... been there done that).

I don't know why you've got a voltage regulator on there. If you suspect the alternator then tear it apart and measure everything... the regulator is less often to blame than other components.