NanoEFX for road-transport fleets
NanoEFX is a passive, water-based air-filter treatment designed to help road-transport engines burn fuel more completely, for trucks, buses, vans and cars — 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 | Heavy trucks & tractor units · Buses & coaches · Vans & light commercials · Taxi & ride-share fleets · Pickups · Passenger cars |
| Fuels | Diesel · Petrol / gasoline · LPG · CNG / LNG (no field validation) · Biodiesel (no field validation) · HVO renewable diesel (no field validation) · Biogas (no field validation) |
| Application | Existing filter treated (20–45 min) or pre-treated filter fitted |
| Reapplication | Cars, trucks & buses: every ~5,000–12,000 km in service (by duty cycle); the same interval during a trial |
| Engine changes | None — no modification, remap or retrofit |
| Regulatory context | EU ETS2 (upstream carbon pricing on road fuels, fully operational from 2028) · urban low-emission zones |
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 road 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 road fleet already feels
These are the forces that make intake-air efficiency worth acting on — independent of any single engine or duty cycle.
Fuel is the biggest controllable cost
Over the high annual mileage a road fleet runs, fuel dominates the operating budget. If a pilot measures a gain that holds over a representative period, even a modest one could add up over a year of driving; whether it carries over to the rest of the fleet is checked separately.
Tighter urban air-quality rules
Low-emission and clean-air zones in cities push operators toward cleaner combustion. NanoEFX is designed to support a more complete burn, without replacing vehicles or retrofitting hardware; on emissions we hold one accredited measurement on one vehicle.
Carbon pricing reaches road fuels
From 2028 the EU’s second emissions-trading system (ETS 2) prices road-transport fuels upstream, at fuel suppliers rather than individual fleets; the effect for a fleet is a potential carbon-cost pass-through in the fuel price, not a separate charge. Burning less fuel reduces exposure to that pass-through as well as the fuel cost itself.
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 ETS2 (buildings, road transport & additional sectors) · Other regions (USA, Japan, China, and more) →
Our own trials in this duty cycle
Why this sector matters — independent figures
Transport accounts for nearly a quarter of Europe’s greenhouse gas emissions, and road transport for 73% of that (2023). Heavy-duty vehicles alone are responsible for roughly a quarter of EU road transport CO₂.
Source: European Environment Agency — greenhouse gas emissions from transport · EEA — heavy-duty vehicles in Europe. Published by the organisation named; retrieved 15 August 2026. These are sector figures, not our measurements — ours are below.
Road transport is where most of our records come from — and where the spread between them is widest. These are our own trials on distribution and haulage fleets, including the one where a third of the vehicles came out worse.
Measured fuel figures for this duty cycle
In our own records a 4 to 6 tonne distribution truck runs at 5.4 to 7.1 km/L before treatment, and a 10 tonne tipper at around 2 km/L. Those are measured starting points from the operators below, not industry averages — which is also why a percentage on a tipper moves far more diesel than the same percentage on a van.
Toyama Transport
+13.1% km/LThree applications over 66 days and 20,422 km, with each recorded value higher than the last — 7.7%, 9.7%, 19.0%; the trial cannot say why.
Read the trial →Daiwa Logistics (Misato)
+9.3% km/LSix 4–6 t trucks in one branch, all between +4.2% and +17.6%. The tightest freight group we hold.
Read the report →Maruun Transport
+2.9% median km/LThree of nine vehicles lost fuel efficiency after treatment. We show it first to anyone who suspects our data is filtered.
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 an 18-tonne tractor unit to a city taxi
Road fleets are rarely one vehicle type. NanoEFX can be applied to any on-road internal-combustion engine that breathes through a treatable filter, so the same approach can be used across the whole yard — 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 road 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 diesel trucks — and with other fuels?
Do our engines need any changes or an ECU remap for NanoEFX?
How often is NanoEFX applied on a truck or bus fleet, and how long does it take per vehicle?
How much fuel can our truck or bus fleet save?
Does NanoEFX help with low-emission zones and urban air quality?
Do we have to change how we run the fleet to use NanoEFX?
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.