NanoEFX for road-transport fleets

Yes. NanoEFX conditions the intake air rather than the fuel, so it works on diesel engines — and equally on petrol/gasoline, LPG, CNG/LNG, biodiesel and biogas — wherever the engine breathes through a treatable air filter or intake medium.

No. NanoEFX is a passive coating on the air filter. It is not a fuel additive, an oil additive, an ECU remap or a mechanical retrofit, and it makes no change to the engine’s hardware or software — it only conditions the intake air before combustion.

In routine service, for cars, trucks and buses it is typically reapplied every ~5,000–12,000 km, depending on the vehicle and its duty cycle. During a trial the applications sit closer together — three of them, at the tighter intervals set out in our measurement methodology — so that the trial covers the build-up across all three rather than only the first. Each application takes about 20–45 minutes per vehicle, is done in your own depot, and adds no downtime because it rides on a service you already carry out.

Savings depend on the vehicle, its duty cycle and your baseline, so the honest answer is to measure it on your own fleet. A NanoEFX pilot runs a controlled trial against your own fuel data, and the ROI & EU ETS calculator lets you model fuel-cost and carbon-cost savings using your own figures.

A more complete burn produces less CO, fewer unburned hydrocarbons and less soot, which supports cleaner operation in low-emission zones. But be precise about what we can evidence: our only accredited exhaust measurement, by JATA in Japan, recorded 30.4% less CO, 23.3% less HC and 15.1% less NOx on one vehicle — and CO₂ essentially unchanged. NanoEFX is not an emissions certification and does not by itself make a vehicle compliant with any zone scheme.

No. There is no new hardware, no calibration and no change to routes, loads or driving. NanoEFX slots into your existing maintenance schedule and the vehicle runs exactly as before — just with a cleaner, more complete burn.

We have not measured it, and we will not tell you it is proven safe for your aftertreatment system. What is established is what the treatment is and is not: a passive coating on the filter medium — not a fuel additive, not an oil additive, not an ECU remap and not a retrofit — so nothing is dosed into the fuel or the oil. What the coating does contain is silver and mineral particles, and they sit on the filter surface, in the intake path. Whether any of that material is carried downstream in service is not something we have measured, and neither is anything else that would settle the question for you: DPF ash loading, regeneration frequency, EGR valve and cooler fouling, AdBlue/DEF consumption, SCR conversion efficiency, or lambda and NOx sensor behaviour. None of the 386 individual measurements we hold records any of them. What we can state is that nothing applied to an air filter changes a vehicle’s type-approval category — Euro VI, Stage V and Tier 4 depend on the engine and its aftertreatment. If you run aftertreatment-equipped vehicles, put those readings into the pilot and measure them alongside fuel.