The Chizu Express Company operates a 35-mile (56 km) line that is highly curved and single-track throughout. Between 1994 and 2003, Fuji Heavy Industries manufactured a total of six diesel-hydraulic multiple units with tilting technology for this. In each car there are two diesel engines, each with 355 hp, which each drive one axle and result in good acceleration. The top speed is limited to 130 km/h (80 mph) due to the winding, cape gauge track. The sets usually consist of five cars each, but thanks to four additional cars produced, individual trains can also be extended to six cars.

The “Train Suite Shiki-shima” is a luxury train that offers two- to four-day tours on scenic routes. In order to be able to run on different lines, it has the equipment for direct and alternating current and two additional diesel engines, each with 1,800 kW. The design was drawn by Ken Okuyama. The train has a total of ten suite, dining and observation cars and has a total capacity of just 34 passengers. Tour tickets can cost up to $10,000 per person.

The E233 class trains were developed by JR East for suburban and commuter trains. They are based on the classes E231 and E531 and consist of sets of four to ten cars each. Each set has two independent equipment sets for redundancy. On each set, all cars except for the end car are powered on all axles. Ten-car trains are also formed from two sets of six and four cars each. There are numerous sub-series for different routes, such as the 2000 series with narrower bodies. In the 3000 series, the ten-car trains each contain two double-deck cars.

The HB-E210 is a diesel hybrid multiple unit for use in commuter traffic on the Senseki-Tōhoku line. The KiHa E200 hybrid train was used as a basis, but this is built for use in rural areas. Adjustments therefore had to be made, especially in the interior. Eight two-car sets were built and have been in use since 2015.

The powertrain works on the same principle as the E200. Each car has a 331 kW diesel engine and batteries with a capacity of 15.2 kWh. Since it is a serial hybrid, the engine always charges the battery directly, which is also charged via recuperation when braking. The two traction motors per car are then always powered by the battery.

The HB-E300 is one of the so-called resort trains, which are used to undertake excursions on routes that are attractive to tourists. It is based on the E200 hybrid railcar, which was only built three times. There is a 331 kW diesel engine in each car, which is supported by batteries and is only started when necessary.

A total of six sets of the HB-E300 were built, half of which consist of two cars and half of which consist of four cars. Almost every train is used on a different line, only two two-car sets are used on the “Resort Asunaro” route, which were the first to be modernized in 2023. Depending on the line, the interior also has a dining car or compartments.

In April 2003, JR East, in partnership with the Railway Technical Research Institute, introduced the “New Energy Train” powered by a diesel hybrid system. It was based on the E127-100 class two-car EMU and was officially designated the KiYa E991. The single railcar with two driver's cabs combined a diesel engine with electric power transmission and lithium-ion batteries and was the world's first railcar with this type of drive. The findings from the tests were used to develop the two-car KiHa E200 hybrid multiple unit.

In 2006 it was converted into the KuMoYa E995, in which the diesel engine was replaced with a fuel cell. The diesel tank was replaced with six hydrogen tanks with a total capacity of 270 liters. In addition, the capacity of the batteries had been increased. The railcar was also tested in this form in daily operation in 2007, but there was no series production,

In 2009, the vehicle was rebuilt again, with larger batteries and a pantograph instead of the fuel cell. The batteries could be charged while driving via the overhead line and then up to 50 kilometers could be covered on non-electrified routes. At the time when test operations were conducted entirely on non-electrified lines, a stationary charging facility was built with a fixed conductor above the track. In this form, the vehicle formed the basis for the two-car EV-E301.

As a replacement for the class 485 trains, JR West procured the class 683 in multiple series, which can also be used with direct and alternating current. The trains consist of three, five, six or nine cars. The end cars were built with either a streamlined head shape or with transitional doors. Most variants are approved for 130 km/h, only the 8000 series is approved for 160 km/h. A number of vehicles have had their AC equipment removed, allowing them to operate under 1,500 volts DC only and are designated class 289.