The series In consisted of 24 Atlantic express locomotives built by MÁVAG between 1906 and 1908. In contrast to the two-cylinder prototypes Il and Im built in 1901, they were four-cylinder compounds and were longer and heavier with a larger boiler. All four cylinders drove the first driving axle. Additionally, they were the first European locomotives to have a Vanderbilt tender.

In trials, one attained a speed of 142 km/h with a light train of 72 tonnes. With 406 tonnes, it could still attain 111 km/h. Due to their axle load of 16 tonnes, they could only be used on some lines. In 1911, they became series 203. 203.015 was rebuilt to a superheated simple, but remained the only one to be rebuilt. After World War I, some came to Romania and were used by the CFR.

The IIIe was a 0-6-0 freight locomotive designed by Sigl at Wiener Neustadt as a successor to the III. Starting in 1882, a total of 512 were built mostly for the MÁV, 15 of them for the KsOd and some for the GySEV. A total of six manufacturers came from Austria, Hungary and Germany. Some of the GySEV locomotives were rebuilds of the III.

These locomotives had outside frames, Hall cranks, outside cylinders and inside valve gear. They were rated for 598 tonnes at 45 km/h on the level and for 333 tonnes at 20 km/h on one percent inclines. Later batches got a new boiler and an extended smokebox.

From 1911, they became kkStB class 326. After World War I, 195 came to the CFR and 110 to the SHS railway. Both of these operators still designated them class 326. The ČSD received fifteen from the KsOd and called them class 313.2. Additionally, five went to Italy and three to Poland.

After the express locomotives with the 2-4-0 wheel arrangement could not reach sufficient speeds and the first 4-4-0 locomotives procured could not convince either, the construction of the locomotives later designated as series Ia was commissioned. In most details, they were based on locomotives that had been built for the KFJB from 1879 and bore the numbers 201 to 213. With these, the MÁV was able to operate express trains at a speed of 90 km/h for the first time.

The locomotives had an outside frame, outside cylinders and Hall cranks. The first 16 were delivered between 1881 and 1885 and had a boiler pressure of 10.5 bars. A further 185 were delivered between 1890 and 1905 and had a boiler pressure increased to twelve bars. The Kaschau-Oderberger Bahn procured five identical units from 1895.

In the beginning, the series Ia could be seen in front of the most important express trains. However, the more powerful series Ie was procured while this was still in production, which contested the service of the Ia on the lines originating from Budapest. They were now increasingly used on the connecting lines between the major main lines.

Later, four were equipped with superheaters, which increased the haulage capacity at 90 km/h on the level from 107 to 161 tonnes. However, a general rebuild of the remaining locomotives did not come about and soon they were only used on branch lines. MÁV retired the last ones in 1952. During the First World War, 79 were sent to the CFR in Romania, where they were scrapped by 1945. Six ended up in Czechoslovakia, where they were designated class 264.5 and were in service until 1937. After the nationalization of the KsOd, five of these also came to the CSD and were designated there as class 254.4.

One of the locomotives which achieved the highest numbers in the Hungarian State Railways was the series IIIq 0-6-0 freight locomotive. It was considered the successor to the IIIe, but in contrast to this had an internal frame. Between 1893 and 1907, MÁV received 247, all of which were manufactured by MÁVAG. The KsOd also purchased 35 identical machines that were delivered between 1899 and 1909 and were also referred to as IIIq. At the MÁV they became the class 325 from 1911.

It was powered by a two-cylinder compound engine. To adapt to different requirements, a blastpipe with a variable cross-section was installed, with which the balance between the counter pressure of the cylinders and the draft could be changed. Due to its excessive complexity, this mechanism was later removed again.

Despite the overhanging cylinders and firebox and the resulting poorer running smoothness, these locomotives were also regularly used to transport passenger trains. After the First World War, 102 had to be given to Romania, 68 to Yugoslavia, nine to Czechoslovakia and three to Poland.

The TVa or later class 376 was designed for branch lines where the maximum allowed axle loading of eleven tonnes of the TV or class 375 was still too high. It had a similar layout as a 2-6-2T tank locomotive, but was made smaller and lighter to get an axle loading of only nine tonnes. Like the TV, the original variant of the TVa was also a saturated two-cylinder compound. 

The MÁV received a total of 319 locomotives of this class from MÁVAG. The first 208 built between 1910 and 1913 were of the original saturated compound variant, while 111 more built between 1914 and 1924 were superheated simples. 28 of these which had been built in the war had received a Brotan boiler. Eleven more of the original variant were built between 1912 and 1914 for the Košice–Bohumín Railway (KsOd).

The top speed was originally set at 45 km/h and was increased to 50 km/h in 1930. On the level they were able to haul 480 tonnes at top speed, what decreased to 250 tonnes at 20 km/h on 1.5 percent. Over time, locomotives of the original variant were superheated and simpled. Additionally, they got several smaller improvements to increase their efficiency.

After World War I, they were each around 100 locomotives in Hungary, Romania and Yugoslavia. 20 were in Czechoslovakia, which also included the KsOd locomotives, and one in Poland. The ČSD received the KsOd locomotives when this railway was nationalized in 1924. The MÁV retired this class in 1966, the locomotives of the CFR were the last ones which were retired in 1975.

The XII was a small tank locomotive for service on secondary lines, which was produced in large numbers by almost every factory in Austria-Hungary. However, it was only used outside the Austrian part of the empire, since the MÁV had received 549 locomotives and the KsOd 13. It only got its striking appearance later through the installation of a long smokebox that protruded over the buffer beam. After the First World War, the majority was located in Hungary, Czechoslovakia and Yugoslavia. The state railways usually retired the locomotives in the fifties, but in industry they could last into the seventies.

Although the USATC standard locomotive of the type S160 came to a large number of states after World War II, it played a special role in Hungary. Since that country desperately needed working locomotives, they used a loan granted by the US to acquire 510 used locomotives of this type. At a price of mostly $10,000 per piece, they got 425 coal fired and 85 oil fired locomotives. 169 had been built by ALCO, 148 by Baldwin and 203 by Lima.

The MÁV put 484 into service as series 411, making them the world's biggest user of the S160. 26 of the locomotives in the poorest condition were kept aside as donors for spare parts. Since the MÁV anticipated a use over longer years, they modified these locomotives in a way to better fit their needs. This included an enlargement of the cab over the original British loading gauge and the installation of the equipment needed for steam heating of passenger trains. The nickname given to them by the Hungarians was “Trumans”.

Over the next decades, they were used for medium freight trains, but also for passenger trains when needed. Their withdrawals started in 1965 and were completed by 1983. In Hungary, three locomotives of the series 411 were preserved, with 411.118 being the only one that's operational today. In the UK, there are two complete locomotives, of which 411.144 is still operational at the Churnet Valley Railway.

Since the MÁV had already had good experiences with the Mallets of the type VIm (or class 651), even more powerful Mallets were built as class 601 from 1914 onwards. Thanks to an additional leading axle, they now had the wheel arrangement 2-6-6-0 and were considered the most powerful steam locomotives in Europe at the time. Their job was now to pull freight trains across the Croatian Karst without helper locomotives.

The 57 locomotives built were split among Yugoslavia, Romania and Czechoslovakia after the First World War. Due to an outstanding order, the MÁV received three more in 1920. The Oriental Railway also ordered three identical locomotives in 1918, bringing the total to 63. All operators retired their locomotives in the forties and fifties.

The IIIs, designated class 322 from 1911, was designed for heavy passenger service. It was a four-cylinder compound 2-6-2 that used the same boiler and cylinder dimensions as the In (class 203) 4-4-2 express locomotive. The 2-6-2 wheel arrangement was chosen in order to get three driving axles while retaining the trailing axle that carried the large firebox. MÁVAG built 40 in 1908 and 1909. As the requirements included a maximum axle load of 14 tonnes, the chassis was designed in a way that some weight of the driving axles could be transferred to the leading and trailing axles. 

However, the maximum axle load in this configuration was still 14,365 kg. In the other configuration, the first driving axle carried 15,645 kg. In the effect, these 40 locomotives were only operated on two lines which lay between Budapest, today's Slovakia and Lower Austria. On the level, they could haul 350 tonnes with their top speed of 90 km/h. On 1.5 percent inclines, it was 265 tonnes with 60 km/h. With the introduction of the class 301 Pacifics, the class 322 was increasingly used in freight service.

After World War I, 13 came to Czechoslovakia and eight to Romania. The CFR had withdrawn them by 1937, but the ČSD started a rebuilding program to decrease the maintenance effort of the four-cylinder drive with crank axle. In 1929 and 1930, twelve of their locomotives, now called class 365.2, were converted to superheated two-cylinder simples at their Rutka works. These were used until 1960, but the MÁV even used their unrebuilt locomotives one year longer.

The MÁV series IIIu is among the most successful 2-6-2 tender locomotives. Despite a driver diameter of only 1,440 mm and a top speed of 75 km/h, it was also used in express service. Production started at MÁVAG in 1909 and the first 355 locomotives were built as saturated two-cylinder compounds with a boiler pressure of 15 bars.

540 more were built as superheated simples with a pressure of only 12 bars. The 397 last of them had received a Brotan firebox due to World War I. Additionally, the 95 last of these also had a feedwater heater and cleaner of the Pecz-Rejtő system. After World War I, many came to Czechoslovakia, Yugoslavia, Poland and Italy. After World War II, one each even had been operated in Western and Eastern Germany.