[1] Aside from the boxier look and smaller side windows, the main changes between the new IVs and earlier Silverliners included a dynamic brake system, for which the resistance grids were fitted in the car's signature roof hump, and, for the Penn Central cars, a trainline automatic door system which removed the need for train crew to manually open doors at high level platforms.

The Silverliner IVs were also the first to be delivered in a married pair configuration, although a minority of cars were outfitted as single units.

The delivery of the Silverliner IVs allowed SEPTA to replace most of its remaining PRR MP54s and Reading's pre-war MU fleet save for the 38 rebuilt "Blueliner" cars.

A readily apparent external feature of the Silverliner IV is a windowed body panel plug in the middle of the cars on each side, a provision for high-platform-only center doors which have never been installed, in contrast with New Jersey Transit's similar, contemporary Arrow II and III cars which were built with such doors.

Delivery of the Silverliner IVs were briefly interrupted by the production of 70 Arrow II cars for the New Jersey Department of Transportation before the Penn Central received 96 pairs numbered 304 through 399.

[3][failed verification] When the Center City Commuter Connection opened in 1984, the Reading cars were converted to full train automatic door operation to take advantage of the high level platforms at the new Market East Station (now Jefferson Station) and others on the former PRR "side" of the system.

Starting in 2009 SEPTA began to replace the original Faiveley pantographs with more modern Schunk type units.

[8] 5 Silverliner IVs, numbered 276 (Pennsylvania Railroad), 280, 293 (both Reading Company), 304 (Conrail), and 401 (Penn Central), were repainted into retro heritage liveries in 2024.