Montreal's Metro trains are made of low-alloy high-tensile steel, painted blue with a thick white stripe running lengthwise.
Trains are assembled in three-, six- or nine-car lengths.
Each three-car segment element consists of two motor cab cars encompassing a trailer car (M-T-M).
Each car is 2.5 metres (8 ft 2 ³⁄₈ in) wide and has three (MPM-10) or four (MR-63, MR-73) wide bi-parting leaf doors on each side for rapid passenger entry and egress.
Design specifications called for station dwell times of typically 8 to 15 seconds.
In response to overcrowding on the Orange Line, a redesign of the MR-73 cars removed some seats to provide more standing room.
The newest Bombardier MPM-10 trains are open-gangway, allowing passengers to move between cars once on board such that the passenger load is more evenly distributed.

Each car has two sets of bogies (trucks), each with four sets of support tires, guide tires and backup conventional steel wheels.
The motor cars' bogies each have two direct-current traction motors coupled to reduction gears and differentials.
Montreal's Metro trains use electromagnetic brakes, generated by the train's kinetic energy until it has slowed down to about 10 kilometres per hour (6.2 mph).
The train then uses composite brake blocks made of yellow birch injected with peanut oil to bring it to a complete stop.
Two sets are applied against the treads of the steel wheels for friction braking.
Hard braking produces a characteristic burnt popcorn scent.
Wooden brake shoes perform well, but if subjected to numerous high-speed applications they develop a carbon film that diminishes brake performance.
The rationale for using wooden brake shoes soaked in peanut oil was health concerns – the use of wooden brake shoes avoids releasing metal dust into the air upon braking.
It also reduces screeching noise when braking and prolongs the life of steel wheels.

Rubber tires on the Montreal Metro transmit minimal vibration and help the cars go uphill more easily and negotiate turns at high speeds.
However, the advantages of rubber tires are offset by noise levels generated by traction motors which are noisier than the typical North American subway car.
Trains can climb grades of up to 6.5% and economize the most energy when following a humped-station profile (track profiles that descend to accelerate after leaving a station and climb before entering the station).
Steel-wheel train technology has undergone significant advances and can better round tight curves, and climb and descend similar grades and slopes but despite these advances, steel-wheel trains still cannot operate at high speeds (72 km/h or 45 mph) on the same steep or tightly curved track profiles as a train equipped with rubber tires.
Montreal's Metro trains are made of low-alloy high-tensile steel, painted blue with a thick white stripe running lengthwise. Trains are assembled in three-, six- or nine-car lengths. Each three-car segment element consists of two motor cab cars encompassing a trailer car (M-T-M). Each car is 2.5 metres (8 ft 2 ³⁄₈ in) wide and has three (MPM-10) or four (MR-63, MR-73) wide bi-parting leaf doors on each side for rapid passenger entry and egress. Design specifications called for station dwell times of typically 8 to 15 seconds. In response to overcrowding on the Orange Line, a redesign of the MR-73 cars removed some seats to provide more standing room. The newest Bombardier MPM-10 trains are open-gangway, allowing passengers to move between cars once on board such that the passenger load is more evenly distributed.
Each car has two sets of bogies (trucks), each with four sets of support tires, guide tires and backup conventional steel wheels. The motor cars' bogies each have two direct-current traction motors coupled to reduction gears and differentials. Montreal's Metro trains use electromagnetic brakes, generated by the train's kinetic energy until it has slowed down to about 10 kilometres per hour (6.2 mph). The train then uses composite brake blocks made of yellow birch injected with peanut oil to bring it to a complete stop. Two sets are applied against the treads of the steel wheels for friction braking. Hard braking produces a characteristic burnt popcorn scent. Wooden brake shoes perform well, but if subjected to numerous high-speed applications they develop a carbon film that diminishes brake performance. The rationale for using wooden brake shoes soaked in peanut oil was health concerns – the use of wooden brake shoes avoids releasing metal dust into the air upon braking. It also reduces screeching noise when braking and prolongs the life of steel wheels.
Rubber tires on the Montreal Metro transmit minimal vibration and help the cars go uphill more easily and negotiate turns at high speeds. However, the advantages of rubber tires are offset by noise levels generated by traction motors which are noisier than the typical North American subway car. Trains can climb grades of up to 6.5% and economize the most energy when following a humped-station profile (track profiles that descend to accelerate after leaving a station and climb before entering the station). Steel-wheel train technology has undergone significant advances and can better round tight curves, and climb and descend similar grades and slopes but despite these advances, steel-wheel trains still cannot operate at high speeds (72 km/h or 45 mph) on the same steep or tightly curved track profiles as a train equipped with rubber tires.
Montreal Metro