A capacitor-discharge ignition (CDI) is built into the ECU. Most 4-stroke ECUs provide a simple induction-coil ignition. Although it would have been cheaper to construct an induction ignition, the TR280i definitely has a CDI.
Two-strokes benefit greatly from having a CDI because the rise-time of the spark event is so brief (which helps overcome plug fouling due to the rich and oily mixtures found in 2T engines).
The CDI uses a DC-to-DC converter to boost/invert 12-volt power to about -350 VDC to charge the energy storage capacitor which is internal to the ECU.
The K-Scan diagnostic software allows you to test the ignition, and create sparks at zero engine speed. I observed the primary of the ignition coil with an oscilloscope and also fired the CDI into both capacitive and resistive loads. Firing the ignition coil into a spark plug reveals a -225V pulse that lasts about 20 microseconds. It has a very fast rise time (less than 500 ns). Open circuit, the CDI capacitor charges to about -350 V.
This voltage is negative with respect to the chassis because the voltage required to eject electrons from the hotter, sharper center electrode is substantially lower (by about 30% according to some sources) than would be needed to eject them from the cooler, duller ground strap.