Between 2003 and 2019, versions of the Alstom Coradia adapted for Italy and designed by Giugiaro were built as the “Meridian”. The first was the “Minuetto”, which was built as the electric ALe.501/502 and as the diesel-hydraulic ALn.501/502 and was bought by other railway companies in addition to the FS. The second generation is formed by the five-car ETR.245, which Trenord is using for the Malpensa Express since 2008. The third generation is operated under the brand name “Jazz”. There is the four-car ETR.324, the five-car ETR.425 and the six-car ETR.526.

The Treno Alta Frequentazione was developed for suburban and regional traffic with high passenger numbers. The sets each consist of four double-decker cars and have a total of two powered bogies. The design came from Pininfarina. The FS uses most of the trains. 27 trains are used by Ferrovie Nord Milano. An export order went to Morocco, where the trains are called Z2M and are approved for 160 km/h.

These multiple units were developed in the 1970s for local transport as the successor to the ALe 803. To save costs, the same body was used, the electrical system was modernized and the number of doors was reduced. While the predecessor consisted of a power car, a trailer and a control car, the successor consisted of two power cars at the ends and two trailers in the middle. Up to three sets can be coupled together. While the ALe 940 motor car only has a passenger compartment, the ALe 801 on the other end also has a luggage compartment. The Trasporto Ferroviario Toscano now uses them with five cars as a reserve.

Since the various existing types of railcars were not suitable for introduction in large numbers, a standard type was developed at the beginning of the 1950s. Experience from the narrow-gauge railcars of the RALn 60 type was applied here. To save costs, they received two commercially available truck engines, each driving one axle. The class 813 of the JŽ and the Y1 of the SJ were derived from the ALn 668.

787 vehicles were built between 1954 and 1981. They were created in several series, which had, among other things, different engines or different door placement. The railcars were usually used individually, but depending on the series they were also capable of multiple working. Specially developed control cars were rarely used because they were only approved for 90 km/h. The ALn 668 were only replaced by the Minuetto at the beginning of the 21st century.

In Italy in the 1930's there was a need for new vehicles for government sponsored excursions and inter-city express services. The ALn 772 was then developed, with the abbreviation for “Automotrice Leggera a nafta”, standing for “Light Diesel Railcar”. Thanks to modern construction and electrical welding technology, the twin-engine vehicle with 72 seats had an unladen weight of just 37 tonnes.

At each end was a driver's cab with an upright six-cylinder diesel manufactured under license from Saurer. They each had a displacement of 14.3 liters and each produced 150 hp. The engines were spring-mounted in the car body to reduce interior noise and vibration. Since the bogies did not have to accommodate the motors, as was the case with other railcars of the time, cheaper, older designs of bogeys could be used. The power was transmitted via a hydrostatic gear box and allowed a top speed of 130 km/h.

The production should initially take place at the Officine Meccaniche in Milan. Due to initial difficulties with the new production methods and limited capacities, half of the first lot of 200 vehicles was handed over to Fiat. Production was halted during World War II due to other priorities, but later resumed thanks to the Marshall Plan. By 1957, a total of 327 vehicles had been built for Italian customers, including some smaller, private ones in addition to the FS.

Some of the vehicles reached average speeds of over 100 km/h while on duty. They only faced competition from new railcars in the 1960s. In the 1970s, the service increasingly shifted to branch lines. From 1981 onwards, the inspection deadlines gradually expired, so that the vehicles were retired by 1986. Only very few examples have survived today, which is due to the execution of the noise insulation for the passenger compartment. Since large amounts of asbestos fibers were used for this purpose, health hazards arose as the material aged, which made restoration possible only with considerable effort.

After the war, Poland urgently needed new vehicles for passenger transport. Since the ALn 772 had similarities with the pre-war Luxtorpeda, the idea was to procure some of these railcars. Although Poland had too little foreign exchange, it did have high-quality coal. Since Italy hardly had any high-quality coal for the efficient operation of steam locomotives, an agreement was reached on the delivery of three ALn 772 in exchange for coal. Poland analyzed the vehicles delivered in 1951 and made replicas as the SD80. For a longer period of time, they performed their duties in express service and were converted into SR70 railway service vehicles from 1967 onwards.

The ETR 460, 470 and 480 series are “Pendolino” express trains with tilting technology, which are considered the successors of the ETR 450 and were designed by Giorgetto Giugiaro. The nine-car trains each are powered on one axle of both bogies in six of the cars. By distributing the power train, it was possible to achieve a low axle load of 13.5 tonnes, which allows the car body to be inclined by up to eight degrees without having to reinforce the structure of the tracks. The three series were created for suitability for different power systems.

The ETR 460 is the original model that was built ten times and is only used on the classic Italian lines with 3,000 volts DC. The ETR 470 is also equipped for 15,000 volts and 16⅔ Hz alternating current and is intended for cross-border traffic to Switzerland and Germany. The nine sets were initially deployed jointly by Cisalpino and, after their dissolution, divided between SBB and Trenitalia. The ETR 480, built 15 times, can be used not only with 3,000 volts direct current but also with 25,000 volts 50 Hz alternating current, which is used on some of the newer Italian high-speed routes. The ETR 470 is only certified for 200 km/h, the others for 250 km/h.

Most of the trains are still in use, only the SBB complained about a disproportionately high number of problems and retired the trains. Three were scrapped in 2015 and only one was leased to Trenitalia. The Italian examples were modernized from 2004 and some came to the Greek subsidiary of Trenitalia, where they are used on the Athens-Thessaloniki route. The ETR 480 used for this were already equipped for the 25.000 Volts 50 Hz power system and the ETR 470 still had to be converted. Similar trains based on the ETR 460, 470 and 480 were built in other countries: in the Czech Republic the CD series 680, in Portugal the CP series 4000 “Alfa Pendular”, in Slovenia the SŽ series 310 and in Finland the VR series Sm3. The British Class 390 is also based on the Italian Pendolino.