SEPTA paid scrap prices for the CTAs, something like $500 each, and initially rehabbed them just enough to get them running on the P&W. They were so desperately needed that at first all SEPTA did was put a farebox in each car, make some necessary operational modifications, and slam them into service still in their CTA livery. Over time they were cleaned up and repainted in SEPTA colors, but other than that not much more was done because the N-5s were on order.
The CTAs were in permanently-married pairs so for tripper service SEPTA also took 6 (?) single-unit M-3 cars from the Market-Frankford line. Operational differences (track gauge, platform clearances, and under- versus over-running 3rd rails) meant the M-3s needed more-extensive mods including new trucks, shoes, and door extensions. The M-3s were mostly used for local service between 69th Street and Bryn Mawr but occasionally were sent to Norristown on low-demand runs. They didn't have destination signs, though, and someone came up with the clever idea of using "B" and "N" to replace the "A" and "B" lights that designated skip-stop service on the El. Also because they were used mostly in shuttle service they were labelled with names from the space shuttle fleet (REALLLL wannabe aspirations there!), AFAIK the only time any cars on the P&W carried individual names as well as numbers.
The CTAs were a mixed bag for commuters. They were poorly lit inside, noisy, slow to accelerate, hot in summer, drafty and cold in winter, and their motors had a tendency to flash over because they weren't designed to operate on rails subject to blowing leaves. On the other hand they almost certainly saved the P&W as a rail line by staving off talk of converting it to BRT. Bad as the CTAs were, we should be thankful for them and that a few have been preserved for history.
Requiem for it's/its, your/you're, than/then, less/fewer. They were once such nice words with such different meanings...