The Jenbacher Werke locomotive builders started repairing railway vehicles in 1945, starting primarily with the repair of goods and passenger coaches for the French state railway company, SNCF. The Austrian Federal railway, in the midst of reorganisation after the War, needed many wagons repaired or replaced, and Jenbacher Werke repaired many mail coaches for BBÖ, enabling them to provide a much faster postal service. Four years later, the company started the production of small narrow-gauge diesel locomotives, using the same components that the company was already making in their works beside Jenbach station. These locos, in a variety of gauges from 430 mm upwards, were used in numerous industrial settings, from hospitals and elderly persons grouped housing to coal, ironstone, silver and salt mines, and many of the 2,400 locos produced were exported. Standard gauge locomotives were also produced, the first rolled out in October 1950.

The first narrow gauge engines was a 600 mm gauge JW8 class 4 wheel shunter completed in October 1945, of a type which was also the last narrow-gauge loco to be built at Jenbach, in 1989, for the Salt Works at Hallein south of Salzburg. The main differences between the two locos were cosmetic, since the diesel engine was the same model which powered both locos., being a 20 h.p. Diesel with electric transmission. In 1950 came the first 100 h.p narrow gauge locos, mainly for industrial use in Hungary and the USSR.

In 1954 came the first of the class JW180 locos, which were available in both narrow and standard-gauge versions. Many of these locos were ordered by private concerns to run in industrial complexes in Egypt, as did a number of the 100 h.p JW100 narrow gauge locos, built around the same time.

In September 1954, the first of 100 class 2060 (Jenbacher Werke class JW200) shunter was delivered to ÖBB. Building work continued until December 1962, after which a single specimen was built for Steyr-Puch in Graz. Other vehicles in this class were produced for SZD, class MD-1. Starting in August 1957, Jenbacher Werke built 50 0-4-0 diesel hydraulic shunter for the Russian State Railway, SZD, following with another 65 of the same specification for the Austrian Federal Railways - the class 2062.

During Spring 1961, the works beavered away making a prototype main line loco, which was presented to ÖBB in June of that year. At first numbered 2043.01, and finished in a blue and chrome livery, it stood out amongst the red and green locos of the Federal Railway. Unlike the production models, 2043.01 was a Bo-Bo (instead of B-B) and weighted 74 tonnes, the eventual order specifying 68 tonnes maximum weight. The loco continued on test until shortly before the first batch of class 2043's were delivered, when it became 2043.501. Having been worked hard as a test loco, and having non-standard parts, it was withdrawn on 30 May 1974. Deliveries of the production run continued until the end of January 1977.

An unusual development came on 21 August 1962 when Jenbacher Werke turned out the first of five six-wheeled ÖBB electric main line shunting locomotives, class 1067. With electro-hydraulic transmission, these were a joint venture with ELIN. Moderately successful, they were not followed by any further orders. Although only five strong, the class is still represented in two museums - 1067.04 (ÖGEG Ampflwang) and (the last to be taken out of service on 1 October 1994) 1067.03 (Eisenbahnmusum Knittlefeld).

By 1972, the works had started work on an order for ten metre-gauge locos for East African Railways, after which the same loco was produced as standard gauge, being delivered as the sixty-strong ÖBB class 2068 between 28 December 1989 and 16 December 1994.

Meanwhile, in 1965, Jenbacher had started to manufacture railbuses under licence from Waggonfabrik Uerdingen, producing ÖBB 5081.11-22, trailers 6581.11-22 and driving trailers 7081.11-27. These vehicles were nearly identical to the DB railbuses, but with different windows, reflecting the desire for larger air circulation in Summer.

In 1986, ÖBB tendered for a new generation of diesel units, and Jenbacher Werke rolled the first one of then new class 5047 on 5 August 1987. A further 99 were built for ÖBB, together with ten class 5147 two-car units, the last 5047 being delivered on 28 December 1995, and the last ÖBB 5147 set on 19 May 1993. They were followed by two class 5047 (501 and 502) for Raab-Oedenburg-Ebenfurther Eisenbahn, and two class 5147 (511 and 512) in April and May 1996.

In the mid 1990's a demand grew for a number of railcars, capable of carrying numbers of passengers on local lines. The need for quick acceleration and good braking to compete with cars and buses saw a number of differing designs, based on modular design. In 1994 Jenbacher Werke designed and built a single unit double-deck demonstrator which showed the modular construction, and christened "Integral". The ability to change different modules whilst keeping the same basic design meant that the trains were offered as diesel hydraulic, diesel electric, and straight electric, up to eleven coaches in length, and composed of a mixture of powered and unpowered vehicles. The JW Integral were built as articulated vehicles, sharing bogies, and with higher end sections than central portions. The Bavarian local railway company, the Bayerische Oberlandbahn (BOB) ordered seventeen 5-car sets, VT101-117, comprising two powered end diving motor vehicles, and a central non-driving motor unit, with passenger trailers in between. Total seating space was provided for 12 first class and 113 seconds class passengers, and the trains had a top speed of 140 km/h. The trains were delivered in 1998 and 1999, but proved unreliable, with a marked reluctance to drive in multiple, and failures of the MAN engines and drive train. All the train sets were withdrawn by BOB on 28 November 1999 and returned for rectification work under guarantee. Work was partly completed on the trains when storms ripped out the overhead wiring on a long stretch of the BLS in Switzerland in November 2000. Some of the trains were immediately loaned to the railway, to enable them to run a service, whilst the overhead was replaced. The trains ran without incident, except that there were complaint from passengers who were unable to smoke on the trains.

The vehicles were returned in Autumn of the following year, and were then returned to the German BOB, and were put into services on the Tegernsee - Schaftlach line in southern Bavaria, followed later by other routes. The Bavarian Government, pleased with the trains, asked about further vehicles, but by 2002 Jenbacher Werke, having spent a very large unplanned sum to repair the vehicles, was in no state to manufacture any further vehicles. The Government therefore placed the order with ADTranz Werke in Nuremberg, to make further Integral sets under licence. ADTranz was taken over, however, by Bombardier, who heavily promoted their "Talent" trains at the expense of the Integral. In the event, the Bavarian Government declined to place a revised order, subsequently looking elsewhere.

The railway manufacturing part of the site in Jenbach, meanwhile, was closed, although by now the works were concentrating on the production of gas fuelled engines and power station generators. In November 2002 the company was taken over by GE, formerly known as General Electric, and continues to this day manufacturing large pieces of equipment for power stations all over the world.