NanoEFX for ports, airports & logistics
NanoEFX is a passive, water-based air-filter treatment for combustion engines with a treatable intake filter or intake medium. It can be applied to cargo-handling engines where such a filter or medium is present. We have not yet measured terminal handling equipment, however, so we do not assign a fuel-saving or emissions figure to reach stackers, terminal tractors, forklifts or ground-support equipment.
| Treatment | Passive, water-based air-filter coating — not a fuel additive or ECU remap |
|---|---|
| Applies to | Reach stackers · Terminal tractors · Forklifts · Airport ground-support equipment |
| Fuels | Diesel · LPG · 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 (handling equipment is measured in operating hours) |
| Engine changes | None — no modification, remap or retrofit |
| Regulatory context | EU Stage V engine-emission standards (non-road mobile machinery) · port air-quality rules |
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 terminal 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 terminal operator already feels
These are the forces that make intake-air efficiency worth acting on — independent of any single engine or duty cycle.
Ports and terminals are emission hotspots
Dense diesel handling equipment operates under close air-quality scrutiny. NanoEFX needs no new equipment or retrofit hardware; combustion theory would expect a more complete burn to produce less CO and unburned hydrocarbons, but we hold one accredited measurement on one vehicle and none on soot.
Fuel cost of continuous operation
Handling equipment runs long, repeated shifts. If a pilot measures a gain that holds over a representative period, even a modest one could add up quickly across a terminal; whether it carries over to other equipment is checked separately.
ESG through the logistics chain
Shippers and customers increasingly measure and report supply-chain emissions. Burning less fuel directly lowers the Scope 1 emissions of a terminal’s operations, 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) →
No trial data from this sector
We have not measured terminal handling equipment — no reach stacker, no straddle carrier, no yard tractor appears in our records.
The nearest evidence we hold
The nearest evidence is our municipal refuse fleet, which shares the stop-start, high-load, short-distance pattern of yard work: five vehicles, drivers blinded, an average 17.7% lower consumption over 16 weeks — with the caveat, stated on that page, that the vehicles also ran with 8.7% lower utilisation, in a warmer season than the baseline. Yard equipment is not a refuse truck, and we present that as the closest analogue rather than as a result for terminals.
What a trial here would have to look like
Terminal equipment is unusually well suited to a proper trial: machines are numbered, fuelled on site and work measurable cycles. Treating half a homogeneous group and leaving the rest untreated over the same weeks would give a result we would defend.
Waste Services
−17.7% fuel consumptionThe closest duty cycle we have measured — stop-start, high-load, short distances, with drivers blinded.
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 reach stacker to airport ground support
A terminal is rarely one machine. NanoEFX can be applied to handling 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 terminal 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 terminal and cargo-handling equipment?
Do our engines need any changes or an ECU remap for NanoEFX?
How often does NanoEFX need reapplying on handling equipment?
Does NanoEFX help with port air quality and ESG reporting?
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.