NanoEFX for municipal, emergency and public-sector fleets
NanoEFX is a passive, water-based air-filter treatment designed to help public-sector engines burn fuel more completely, for municipal fleets, fire and emergency vehicles and standby gensets — with documented fuel consumption results that vary by vehicle and duty cycle, and no engine modification.
| Treatment | Passive, water-based air-filter coating — not a fuel additive or ECU remap |
|---|---|
| Applies to | Municipal & refuse fleets · Fire & emergency vehicles · Military vehicles · Emergency & standby gensets |
| Fuels | Diesel · Petrol / gasoline · CNG / LNG (no field validation) · Biodiesel (no field validation) · HVO renewable diesel (no field validation) |
| Application | Existing filter treated (20–45 min) or pre-treated filter fitted |
| Reapplication | By distance (road vehicles) or run-hours (gensets & slow-moving plant) |
| Engine changes | None — no modification, remap or retrofit |
| Regulatory context | Urban clean-air zones · EU Stage V (non-road engines & gensets) |
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 public-sector 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 public operator already feels
These are the forces that make intake-air efficiency worth acting on — independent of any single engine or duty cycle.
Public budgets and fuel cost
Fuel is a large, controllable cost across a public fleet, and every litre saved frees public money. If a pilot measures a saving that holds over a representative period, it could add up across the fleet; whether it carries over to other vehicles and routes is checked separately.
Clean-air and net-zero commitments
Cities and public authorities set air-quality and net-zero targets and are accountable for meeting them. 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.
Reliability of emergency and standby power
Emergency vehicles and standby gensets must be dependable. NanoEFX makes no change to the engine or its controls — only the air filter is treated, or swapped for a pre-treated one.
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
Municipal fleets give us our best-documented trial and our only one with a control group. Both are here, with their limits attached.
Measured fuel figures for this duty cycle
A refuse collection vehicle in our Waste Services trial consumed 23.9 l/100 km across the fleet before treatment; Japanese service buses in our records run at 2.5 to 2.9 km/L. Municipal duty is stop-start, high-load and repetitive — which is what makes week-to-week fuel data unusually comparable.
Waste Services
−17.7% fuel consumptionDrivers blinded, 16 weeks of daily data from the operator — but the trucks also ran with 8.7% lower utilisation, in a warmer season than the baseline.
Read the trial →Sanden Kotsu
+7.8% km/LThe only trial we hold that was measured against untreated control vehicles running in the same period.
Read the trial →Municipality of Frederikshavn
≈5% fuel consumptionCarried out with Scania. The raw figures show no saving — the result exists only after a drive-mode correction.
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 municipal refuse truck to a standby genset
A public fleet is rarely one vehicle type. NanoEFX can be applied to any internal-combustion engine that breathes through a treatable filter, and it works at the intake air, whatever the fuel burned.
Equipment types
Fuels
Our documented field data covers diesel, petrol/gasoline and LPG vehicles. 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. After a pilot, the rollout to the whole fleet is planned group by group — see from pilot to the whole fleet.
What this could mean for a public-sector 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 across our mixed public and emergency fleet?
Do our engines need any changes or an ECU remap for NanoEFX?
How often does NanoEFX need reapplying?
Does NanoEFX help meet clean-air commitments?
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.