All commercial aircraft have some form of redundancy in their instrumentation, but it's not always in the form of "analog" instruments. The backup is often electronic itself. But the overall system is designed with a very high level of redundancy.
A typical modern jet aircraft has an Electronic Flight Instrument System (EFIS), which is the large screen Primary Flight Display (PFD) you see in front of both pilots. There are usually also one or more Multifunction Displays (MFDs) in the middle between the pilots. These displays form the primary instrumentation.
The EFIS itself is designed with a very high level of redundancy between the pilot's and copilot's side displays. Both are on independent electrical circuits and receive information from independent input computers (air-data [ADC], attitude/heading [AHRS], etc.). Both can usually also be switched over to the other set of input computers. Usually, the MFD can also be configured in a "reversionary" mode where it looks and acts like a PFD.
If the entire EFIS system should fail, there is also a backup set of instruments. In modern times this backup is usually one or two Electronic Standby Instrument Systems (ESIS). These are essentially smaller, condensed "PFDs" that display critical information. They usually either contain their own miniature AHRS/ADCs or are connected to isolated computers. They are also powered on a totally independent electrical circuit and often have their own dedicated battery as well, separate from the main aircraft battery.
Modern engines are controlled by completely different computers called Full-Authority Digital Engine Controllers or FADECs. Two or more FADEC channels are provided for each engine, so that if either channel fails, the other can take over. FADECs are also considered flight-critical items, and are designed with fail-passive capability: even if both FADEC channels fail, the engines can still run and be controlled more primitively and less efficiently.
Electronic pressurization controllers don't always have redundant computer modules, but a manual pressurization control mode is always provided. In the worst case, the pilot has the ability to manually open or close the cabin outflow valve to control cabin pressure. And redundant pressurized air sources are available from each engine.