Not quite looks like they did some real quantitative analyses, and this process is nothing more than electrically induced depolymerization a well known and documented physical effect. The physics is pretty simple actually the smaller the fuel droplets in microns the faster they vaporize in the engine, and since every college physics student knows that only vapor can burn in an OTTO cycle engine the more vapor you have the less unburnt droplets aka fuel goes out the exhaust stream as particulate and HC emission to be oxidized by the 3 way catalytic converter. Most people don’t know that gasoline engines produce significant particulate emissions because of unburnt partially oxidized fuel in the exhaust stream this unburn fuel is the source of the increased mileage in this case. Instead of being HC emissions to be burnt out in the ceramic matrix of the catalytic converted releasing heat in the process. The smaller droplets lead to more fuel vapor, and more fuel vapor leads to more fuel actually being burn in the combustion chamber not the catalytic converter. The diesel process is a totally different combustion process that involves the injection of fuel as a liquid in a fine spray subsequent evaporation and auto-ignition of diesel vapors by the compressional temperatures in the combustion chamber here again if one can decrease the size of the initial spray droplets the evaporation rate to vapor and ignition will increase leading to less particulate matter and unburnt hydrocarbon wastes leaving the cylinder unburnt its pretty simple physics for anyone who has studied internal combustion processes. This is a PDF of the research set up with quantitative results. The current trend is for diesel injectors to go upwards of 200+ bar in pressure to get sub 10 micron droplets if one can get the same sized droplets with less pressure the cost of fuel systems becomes cheaper for the same effects. Port injected gasoline motors will benefit from the smaller droplets evaporating more completely leading to more complete combustion as is the case with gasoline direct injection they get 15% more mpg because they are using very high fuel pressures to get smaller droplets too. This does not take into account stratified or lean burn GDI engines only homogeneous stoichiometric combustion GDI engines, lean GDI can approach the diesel cycle in mean brake fuel consumption but the NOx emissions are to high to be legal without extensive SCR or Urea treatments hence no lean GDI engines that meet tier 2 bin 5 EPA regs.
http://www.rexresearch.com/tao/espray.pdf