An OE application wouldn't be running something like a Deka 220 on anything other than CNG/LPG where it's not going to have the same sorts of issues we encounter on it in a gas/alcohol situation (terrible flow characteristics at low IPW). That's a *HUGE* injector (220-235lb/hr!).
I can't currently think up how emissions would be helped by spraying a 50ms squirt in two 25ms squirts vs a single 50ms squirt on the back of a closed intake valve but I'm not a professional calibration engineer either so... Then again, maybe that's part of the point; the injector squirts part on the back of the intake valve for cooling/transient modeling and part when the valve is open to get a better/more homogeneous mixture.
Seems like an awful lot of aggravation though (I've been battling uphill with low IPW flow issues on a set of Dekas on another car for a while; I can't fathom wanting to have to deal with TWO calculations of valve dwell and bounce -- doing it for one pulse per cycle per cylinder is bad enough!) for a potentially small gain.