NanoEFX for marine fleets
NanoEFX is a passive, water-based air-filter treatment for combustion engines with a treatable intake filter or medium. Based on results observed across multiple documented combustion-engine applications, we have reason to expect an effect in suitable marine engines. We also have third-party engine-inspection evidence after 1,875 operating hours, but we do not have a marine fuel figure we are willing to stand behind.
| Treatment | Passive, water-based air-filter coating — not a fuel additive or ECU remap |
|---|---|
| Applies to | Cargo ships & tankers · Ferries · Fishing vessels · Tugs · Offshore support · Auxiliary & genset engines |
| Fuels | Marine diesel / MGO · LNG · Biofuel |
| Application | Sprayed onto the existing air filter · 20–45 min · no downtime |
| Reapplication | By run-hours & engine size (marine engines are measured in operating hours) |
| Engine changes | None — no modification, remap or retrofit |
| Regulatory context | IMO EEXI/CII · EU ETS (maritime, since 2024) |
A coating on the air filter — not a fuel additive or a remap
NanoEFX is sprayed onto the engine's existing air filter, where it dries into a thin, breathable nano-coating. As the engine draws air through that treated surface, the coating conditions the intake air before combustion — supporting a cleaner, more complete and more efficient burn. For a marine fleet, that means the same treatment works across every engine that breathes through a treatable filter.
What it is
- A passive nanostructured intake-air treatment
- Applied to the air filter you already service
- 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 ship operator 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 largest voyage cost
Bunker fuel dominates the economics of running a vessel. Because the effect repeats over long run-hours at sea, even a modest efficiency gain accumulates across a voyage and a fleet.
Tightening marine emission rules
IMO measures such as EEXI and the annual CII rating, together with sulphur emission-control areas, push operators toward cleaner, more efficient combustion. A more complete burn means less CO, unburned hydrocarbons and soot.
Carbon pricing reaches shipping
Since 2024 the EU Emissions Trading System covers CO₂ from large ships calling at EU ports, putting a direct price on shipping emissions. Burning less fuel avoids both the fuel cost and the carbon cost on top of it.
Want the numbers for your own fleet? The ROI & EU ETS calculator models fuel-cost and carbon-cost savings from your own figures — you set the efficiency assumption.
Regulatory sources: IMO — EEXI & CII (ship carbon intensity) · EU ETS — reducing emissions from shipping · Other regions (USA, Japan, China, and more) →
Our own trials in this duty cycle
Why this sector matters — independent figures
The IMO’s Fourth Greenhouse Gas Study put total shipping at 1,056 million tonnes of CO₂ in 2018 — about 2.89% of global man-made CO₂ emissions — of which 740 million tonnes came from international voyages.
Source: IMO — Fourth Greenhouse Gas Study 2020. Published by the organisation named; retrieved 15 August 2026. These are sector figures, not our measurements — ours are below.
Our marine evidence is unusual, and its limit is unusual too: what we hold is an engine that was opened and examined by third parties, not a fuel figure. We hold no marine fuel result that we are willing to stand behind.
Why we publish no marine fuel figure
Our marine record covers a Komatsu 6M108AP-1 main engine on a Japanese training ship over 1,875 operating hours, opened afterwards at Ishida Shipbuilding and examined by Kyowa Industries, the manufacturer’s service agent. We have no marine fuel figure to give you. Fuel was measured during that programme, but the treatment was applied only once across an extended operating period, which does not reflect the marine reapplication protocol we now recommend — so we exclude every figure from that series, in both directions, including one that came out far better than anything we claim. For a marine consumption baseline you would need to measure your own vessel.
Marine engine compatibility
Third-party inspectionThe engine was opened at a shipyard and examined by the manufacturer’s service agent: no treatment-related damage and no corrosion. On carbon deposits the inspector and the research group disagree.
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 main propulsion engine to the ship’s auxiliaries
A vessel is rarely one engine. NanoEFX applies to marine internal-combustion engines that breathe through a treatable intake filter or medium, and it conditions the intake air regardless of the fuel burned.
Equipment types
Fuels
Large marine two-stroke engines may not use a paper air filter — NanoEFX can still apply where PET, felt, washable, acoustic or other treatable intake media is present.
No workshop, no downtime, no new hardware
NanoEFX is applied by your own team, onto the air filter they already remove at service. It rides on the maintenance you do anyway rather than adding a new one.
What a cleaner burn means for a marine fleet
NanoEFX doesn't add energy or oxygen and doesn't modify your engine — it helps the engine waste less of the energy already in the fuel. NOx response is engine- and control-system dependent.
Common questions from operators
Does NanoEFX work on large marine diesel engines?
Will it change the engine or affect maintenance schedules?
How is it applied on board, and how often?
Does it help with IMO and EU emission rules?
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.