For use in the colder regions of Europe, Alstom developed the Coradia Nordic multiple unit, which has so far only been used in Sweden under the designations X60, X61 and X62. They are the first production vehicles in the LIREX family and formed the basis for the Coradia Continental, which is being used in Germany as class 440. Both are manufactured in Salzgitter.

The X60 is the basic model that was ordered for the Pendeltåg of Storstockholms Lokaltrafik to replace the old X1 and X10 series trains. A trainset consists of six cars, each two of which are supported on a common Jakobs bogie. Of the seven bogies, six are powered with an output of 250 kW per axle, resulting in a total of 3,000 kW. As with the LIREX, almost the entire power train is located on the roof, except for the traction motors. In the SL, two trains are usually coupled together, resulting in a total of 748 seats and 1,130 standing places. After 71 trains of the first series, the SL procured 12 more as X60A in 2012 and 46 more as X60B in 2016. While the X60A doesn't have any significant differences, the X60B has countless small improvements and the new European train management system ERMTS.

For regional traffic, other operators ordered a total of 151 X61 and X62, each consisting of four cars. The largest part is used by Skånetrafiken, where 99 X61 replaced the former 49 X11 and are providing additional services. The interior of the vehicles is generally somewhat more generous and they are powered on four of the five bogies, which results in 2,000 kW. 18 additional X61 are operated by Östgötatrafiken and 22 by Västtrafik. The X62 are used in 12 examples at Norrtåg in northern regions of Sweden. The different designation can be explained by the top speed set at 180 km/h and the bistro compartment, which cannot be found on the other trains.

The X3 is a member of the Alstom Coradia family that was designed to provide high speed service between Stockholm central station and Arlanda airport. Each set consists of four cars, of which the outer two are being powered on each axle by a 280 kW traction motor. They are designed for a top speed of 205 km/h and are being operated with 200 km/h. Both stations have higher platforms to create a level entry. Seven sets were built in 1998 and 1999 at Birmingham and now they are only used for the Arlanda Express. After some refurbishments in the interior, they are to be replaced around 2030.

The ER is an electric multiple unit developed from the MF diesel-mechanic units and also called IR4. Like the MF, it has inflatable rubber noses and cabs which can be folded away to form a gangway. Each unit contains four cars which rest on Jacobs bogies. Here only the first and last bogie is being powered with two 420 kW traction motors. While the MF has an interior designed for intercity services, the ER was developed for commuter service and has a modified interior. However, 24 sets were later modified for electrified intercity lines and received an interior similar to that of the MF.

The MF of the Danish State Railways are diesel multiple units which can be recognized by their air-tight rubber noses. The noses are inflated with air. While coupling to another unit, the air is shortly being deflated and inflated again to match the shape of the other unit. Inside the noses, there is a cab that can be folded away to make space for the passenger gangway.

Technically, each set consists of three car bodies which are running on four bogies, the inner two of which are Jacobs bogies. From a total of four Deutz diesel engines, each one is connected to one axle of one bogie via a mechanical gearbox. Each engine delivers 400 hp and starting in 2005, these were changed against new Deutz engines with 450 hp each.

The approved top speed is 180 km/h and in 1991, one train set the new Danish rail speed record with 204.6 km/h. These trains are also operating into Germany and are reaching Hamburg. Starting in 2018, they were refurbished. The Spanish class 594 is closely related to the MF, but only consists of two cars. An optically similar EMU is called X31K by the SJ and operates between Sweden and Denmark.

The MO was a series of four- or five-axle diesel railcars built between 1935 and 1958 for the DSB. They were the more powerful successor of the MP and originally only had two two-axle bogies. The two diesel engines and generators were mounted on one bogie, while the traction motors where in the other bogie. There were five main variants called I to V, which each reached production totals of 2, 10, 10, 27 an 90. The first two variants were built by Burmeister & Wain and the others by Frichs. From variant III, the bogie carrying the engines and generators had again three axles like in the MP. The service of the last ones ended in 1984.

To replace steam-hauled trains on secondary lines, Valmet started to build light four-axle railcars in 1954 which were licensed from Hilding Carlssons Mekaniska Verkstad of Sweden. Each motor car had a 180 hp Valmet diesel engine that drove the inner axle on each bogie. In the first year, 15 motor cars were built which were designated Dm6. Since their wheels were too small, the other 197 motor cars were built with larger wheels and designated Dm7. Additionally, 202 trailers were built.

These vehicles were the largest series of diesel railcars of the VR. Aside from rural lines, they were also used on the suburban lines of Helsinki. Depending on the demand, up to eight motor and trailer cars were combined. The withdrawals of the first ones started in 1974 with the cancellation of passenger traffic on secondary lines and the electrification of other lines. In 1988, all had gone. Today around 20 are being preserved.

The Finnish State Railway's Sm3 is a broad-gauge variant of the Italian ETR 460, which is adapted to the Finnish climate. It is designed for a temperature range of -40 to 35°C. The Sm3 also has hydraulic tilting technology, but only reaches 220 km/h and only consists of six cars. 18 sets were created that are used on different lines. When the last sets were delivered in 2006, travel times in some parts of Finland had decreased significantly. The option for five more did not come to be.

Instead, four seven-car Sm6 were built in 2010, which were used as “Allegro” between Helsinki and Saint Petersburg. After the Russian invasion of Ukraine, the connection continued to operate for just over a month to make it easier for Russian citizens to get into the EU. A few months later, the trains were written off without being assigned a new area of operation. After the Ukrainian Railways initially expressed interest in the four trains in March 2023, it became known in December that VR wants to use them again from 2025 on domestic services.