At the end of the 1990s, at the same time of the development of the ETR 480, Fiat Ferroviaria of Savigliano developed and carried out a two-element active winding train project capable of reaching 160 km/h on non-electrified railway lines. The aim of the proposal was to promote a series of orders by Ferrovie dello Stato, with a particular orientation towards the use on some Apennine transverse lines, on the Jonica Railroad and the Sardinian Dorsal, which, after the cancellation of the electrification program of monophasic alternate current and the consequent accumulation of the never used E.491/E.492 locomotives, remained without a modernization and speeding program.
The new train, named according to the FS classification ATR 410, should have been in Sardinia in July 1997 for a trial run, but it left the workshops of Savigliano on 21 October of the same year, moving its first steps in Piedmont. It was registered, by the FS, as private rolling 220.127.116.110.991-992 waiting for future decisions or orders.
The ATR 410 consisted of two traction units whose chassis was very similar to that of the head units of the ETR 480 from which it was strictly derived. On each unit there were two Diesel IVECO-AIFO 8217 SRI 10.00 engines supercharged with inter-refrigeration. These ones acted as many as three-phase alternators. The current was supplied to permanent magnet synchronous traction motors using 4 IGBT traction converter while the conversion system was cooled to liquid. The electric engines were one per axle and reached the overall power of the 760 kW at rim. The braking was of the rheostatic and pneumatic compressed air electric type. The overall mass of the rolling stock was 101 t and the maximum speed reached 160 km/h.
Aesthetically it had a wholly white color with an elegant red band on the side with two bigger diagonals at the level of the third window.
A series of services on the Italian rail network highlighted serious cooling problems of newly designed electric motors with permanent magnets. The series of events related to the sale of Fiat Ferroviaria to Alstom and the lack of interest shown by the new railways for regional services (such as that of the railway network in Sardinia) led to the abandonment of the project, which would have required a redesign of the transmission, despite an investment of about 10 million euros.
The ATR 410 was then set off and today it is in the rolling park of the Museo Ferroviario Piemontese di Savigliano (CN). Curiously, after many years, the project has somewhat seen a similar application with the ATR 365/465 of the CAF that run today in Sardinia.