The CR200J is the slowest member of the Fuxing series, designed to modernize passenger operation on existing lines. Being technically fit for 210 km/h, its top speed in service is 160 km/h. Unlike its sisters, it is being designed as a trainset hauled by power cars, what allowed to realize different variants by different members of the CRRC group. With their light green livery they are called “Green EMU”, but they also got the nicknames “Hulk” and “Trash Cans”. Depending on train length, there is either one power car on each end of the train or just one power car and one control car. Between them, there are usually seven to 16 trailers.

The standard four-axle power car is either of the FXD1-J type built by CRRC Datong or the FXD3-J type built by CRRC Dalian. The CR200JS-G built by CRRC Dalian is a special plateau variant for higher power requirements and partially electrified lines. On one end, there is one six-axle 7,200 kW HXD1D-J power car based on the HXD1D locomotive. On the other end, there is a two-part FXN3-J diesel-electric locomotive, consisting of two six-axle parts with 3,500 kW each. Only the outward facing half has a pointed nose with a full cab.

The CR400 is part of the Chinese Standard EMU program designed for a speed of 400 km/h (249 mph). Currently the top speed in service is 350 km/h, while 420 km/h have been reached in trial runs. There are two main variants which are built by different manufacturers, but have compatible technical equipment. The CR400AF “Red Dragon” is being built by CRRC Qingdao Sifang, while the CR400BF “Golden Phoenix” is being built by CRRC Changchun. By 2025, more than 1,100 sets have been built.

The standard variant consists of eight cars, of which four are being powered on all axles by a 650 kW motor each. Letters behind a dash designate sub types, most notably -A for a 16-car variant and -B for a 17-car variant. Other suffixes stand for vehicles which are enabled for automatic train operation, which are resistant against sandstorms and cold climates, or which either have a modernized interior or modernized equipment. There is also a variant for Indonesia that is being designated KCIC400AF.

The CRH1 is a high-speed EMU that was developed by a joint venture between Bombardier and CSR Sifang at a time when Chinese manufacturers also founded joint ventures with Kawasaki and Alstom to develop similar trains. It is based on the Bombardier Regina that is also being used by several Swedish operators. The CRH1A introduced first in 2007 is an eight-car train that is designed for 250 km/h, but limited in service at 220 km/h.

In 2009, the CRH1B was introduced as a sixteen-car variant that's otherwise identical to the CRH1A, but is approved to reach 250 km/h in service. In the same year, the CRH1E was introduced as a high-speed sleeper train that also consists of 16 cars. In 2012 and 2015, revised variants were introduced which feature a more streamlined nose similar to the CRH380D and an aluminium body instead of stainless steel. These are the CRH1A-A, that is now also approved for 250 km/h in service, and the CRH1E-NG.

The CRH2 is a high speed train based on the Shinkansen E2-1000 that is designed for a service speed of 250 km/h. With their technology originating from Japan, the first three were built in Japan, six more were delivered as completely knocked down kits and the rest was built in China. The CRH2C built for a speed of 350 km/h and the CRH2-380 built for a speed of 380 km/h incorporate more changes compared to the variants A, B, E and G and should be described in an own article.

The variant built in the greatest numbers is the CRH2A that consists of eight cars of which four are powered. In total, 491 of this variant have been built. The CRH2B consists of sixteen cars of which eight are powered. From this variant, 27 have been built. The CRH2E is a sixteen-car sleeper variant based on the B variant. 20 have been built with a single deck, additionally there are five more double-deck CRH2E-NG. The last variant are 29 sets of the CRH2G which have been optimized for extreme climates. This means that they can operate at both very low and high temperatures and don not have restrictions in high winds and sand storms.

Alstom was one of the foreign companies China cooperated with to develop high-speed trains. There, the ETR 600 from the Pendolino family was taken as the basis and the CRH5A without tilting technology was developed from it. The 60 trains initially ordered are being used on the 189 km route between Shijiazhuang and Taiyuan, which was electrified with the support of Alstom.

The first six trains were manufactured entirely in Italy and shipped. Six trainsets were shipped to China as assemblies and then finally assembled there. Only the next trains were then completely manufactured in Changchun thanks to technology transfer. In each eight-car train, five cars have traction motors on one axle of each bogie. With a top speed of 250 km/h or 155 mph, they are among the trains for shorter distances by Chinese standards.

The first repeat order for 30 sets came in 2009, the second for 20 followed in 2010 and 2011 another 30 sets were ordered. A special variant is the CRH5E, which consists only of sleeping cars and is designed for use in colder climates. The CRH5G and CRH5H variants consist of the usual coaches, but in addition to the adaptations for cold climates, they also have adaptations for use in sandstorms. The yellow and white painted CIT001 is a one-off that is used as a test train for the condition of the tracks, overhead lines, communication and signaling systems.

One part of the CRH range that was designed for regional intercity and commuter traffic is the CRH6. It was designed by CRRC Qingdao Sifang and built there and at two other CRRC factories. There are different variants which are designed for service speeds of 140 to 200 km/h and with a different interior design depending on the required capacity. By April 2023, 168 sets of all variants had been built.

The fastest variant is the CRH6A that was designed for 250 km/h and reaches 200 km/h in service. It consists of eight cars and has reversible seats. The CRH6A-A is a four-car variant of the CRH6A designed for areas with shorter distances between the stations that was optimized for faster acceleration and deceleration.

For commuter services, there are the eight-car CRH6F and the four-car CRH6F-A which reach 160 km/h in service. They don't have reversible seats and are optimized for a greater number of standing passengers. For suburban service, there are the Cinova 140 and Cinova 160 which have a different design, longitudinal seats and a higher number of doors.

To test high-speed traffic at speeds of up to 200 km/h on classic lines, China Railway leased a tilting X2000 from Adtranz in Germany in 1996 that was normally used by the Swedish SJ. Since these trials were successful, Zhouzhou Electric Locomotive Works and Changchung Passenger Car Works designed the DJJ1 on the basis of the X2000. In 2000 and 2001, a total of eight power cars and 48 passenger cars were built. Usually a set was composed of a power car, four or five trailers and a control car. Another possible configuration was two power cars and ten trailers, without any control cars. They were dubbed “Blue Arrow” by CR.

They also had three-phase motors, a tilting mechanism and the MITRAC control system developed by Adtranz. Top speed was still 210 km/h, but the output per power car had been increased from 4,000 to 4,800 kW. Test runs were initially conducted at 160 km/h, but soon the approved service speed was increased to 200 km/h. It took some time until all teething problems were solved and reliability had become high enough. After the semi-experimental service on the Guangzhou-Shenzhen line had been completed and more modern high speed trains had been introduced, they were sold to the Chengdu Railway in 2008 for regular service. When it became evident that the frames had worn out and were not safe anymore in 2012, they were retired.