NanoEFX for construction & heavy equipment
NanoEFX is a passive, water-based air-filter treatment for combustion engines with a treatable intake filter or medium. It can be applied to construction machinery where such a filter or medium is present, but results depend on the duty cycle. Our construction-relevant evidence is mixed: heavy tippers improved by around 6% in fuel efficiency measured in km/L, while the loader results in our records were negative.
| Treatment | Passive, water-based air-filter coating — not a fuel additive or ECU remap |
|---|---|
| Applies to | Excavators · Wheel loaders · Dozers · Dump trucks · Cranes · Pavers & compressors |
| Fuels | Diesel · Biodiesel (no field validation) · HVO renewable diesel (no field validation) |
| Application | Existing filter treated (20–45 min) or pre-treated filter fitted |
| Reapplication | By run-hours or distance, per machine and duty cycle |
| Engine changes | None — no modification, remap or retrofit |
| Regulatory context | EU Stage V engine-emission standards (non-road mobile machinery) |
A coating on the air filter — not a fuel additive or a remap
NanoEFX is sprayed onto the engine's air filter — the existing one, or a replacement filter treated in advance — where it dries into a thin, breathable nano-coating. As the engine draws air through that treated surface, the coating is designed to condition the intake air before combustion, with the aim of supporting a cleaner, more complete burn — what we have measured is set out below. For a plant fleet, that means the same treatment can be applied to every engine that breathes through a treatable filter — whether it lowers fuel use on a given engine is what a pilot measures.
What it is
- A passive nanostructured intake-air treatment
- Applied to the engine’s air filter
- Water-based — dries to a thin, breathable coating
- Works before combustion, at the intake-air stage
What it isn't
- A fuel additive or oil additive
- An ECU remap or tuning
- A mechanical retrofit or powered device
- Anything that changes how you operate
Three pressures every site operator already feels
These are the forces that make intake-air efficiency worth acting on — independent of any single engine or duty cycle.
Off-road diesel is a major project cost
Heavy machinery is fuel-intensive, and fuel is a large, controllable line in the project budget. If a pilot measures a gain that holds over a representative period, even a modest one could add up across a fleet; whether it carries over to other machines is checked separately.
Non-road emission standards and clean-air zones
Non-road mobile machinery falls under tightening emission standards such as EU Stage V, and cities increasingly restrict higher-emission plant. Combustion theory would expect a more complete burn to produce less CO and unburned hydrocarbons; we hold one accredited measurement on one vehicle and none on soot.
ESG expectations on tenders
Contractors are increasingly asked to measure and report site emissions. Burning less fuel directly lowers the Scope 1 emissions reported for a project, as calculated from fuel consumption.
Want the numbers for your own fleet? The Fleet Fuel & Carbon ROI calculator models fuel-cost savings from your own figures and shows how carbon is priced for your country and fuel — added only where it is paid on top through emissions trading.
Regulatory sources: EU Stage V — Regulation (EU) 2016/1628 (non-road engines) · Other regions (USA, Japan, China, and more) →
Our own trials in this duty cycle
Our construction-relevant records are tippers and heavy haulage on the one hand, and loaders on the other — and those two groups did not behave the same way. Both are shown.
Measured fuel figures for this duty cycle
The 10 tonne tippers in our records run at 1.97 to 2.15 km/L before treatment. At that low fuel efficiency a small percentage moves a large quantity of diesel, which is why the calculated CO₂ effect on this equipment is bigger than on vehicles with far larger percentage gains.
Inabe Logistics Service
+6.3% km/LTwo 10 t tippers and two trucks, all within a 2.2-point band — the narrowest spread in our records.
Read the report →Maruun Transport
3 of 9 worseBoth 2-unit loaders lost fuel efficiency after treatment. On loader-type equipment we have no positive evidence.
Read the trial →All trial results, including the weak and mixed ones → · every individual measurement we hold
How a trial is run and what each method can show: measurement methodology. What we measured at the exhaust: emissions. Everything in one place: the evidence section.
From a 40-tonne excavator to a site compressor
A site is rarely one machine. NanoEFX can be applied to construction engines that breathe through a treatable air filter, and it works at the intake air, whatever the fuel burned.
Equipment types
Fuels
For the fuels marked above we have no documented field validation, so we make no performance claim for them.
No workshop, no retrofit, no new hardware
Your own team either fits a pre-treated filter, or treats the existing filter, lets it dry for at least 20 minutes and refits it.
What this could mean for a plant fleet
NanoEFX doesn't add energy or oxygen and doesn't modify your engine — it is designed to help the engine waste less of the energy already in the fuel. NOx response is engine- and control-system dependent.
Common questions from operators
Can NanoEFX be used on our off-road diesel machinery — and what can we expect?
Do our engines need any changes or an ECU remap for NanoEFX?
How often does NanoEFX need reapplying on machinery?
Does NanoEFX help with Stage V and low-emission construction zones?
Does NanoEFX affect the DPF, SCR, EGR or AdBlue system?
Don't take the claim — measure it
The most honest evidence is your own baseline. In a NanoEFX pilot you run a controlled trial on your own engines, measured against your own fuel data — and you only pay if it proves savings.