A four-axle variant was also developed in parallel with the two-axle railcars 701 to 704. The two locomotives received the numbers 755 and 756. With otherwise almost identical technical equipment, one can say that it is a double version of the two-axle variant. On each side was a six-cylinder benzene engine arranged lengthwise in the driver's cab, which drove the inner axle of the bogie below with mechanical transmission. Around 1930, an additional cooler for each engine was retrofitted on the roof, since the area of application was also in mountainous areas and the rear engine in particular could be cooled better in this way.

Here, too, two different transmissions were tested, so one vehicle received two WG 70 transmissions from the National Automobile Society (NAG) and the other two so-called Mylius transmissions with gear preselection. Doubling the power but significantly less than twice the weight resulted in a better power-to-weight ratio, whereupon the top speed was set a little higher at 60 km/h. With an offer of 65 seats, the capacity was not significantly larger than that of the smaller version. However, from the beginning there was a third-class compartment next to the open fourth-class compartment and a toilet. After a later remodeling, the open compartment was offered as a third class, while one second-class compartment was available.

As with the sister model, no series production followed. The reasons for this are that in the years that followed, more and more lightweight railbuses and heavier railcars with diesel engines appeared, against which these “heavy versions” with benzene engines could not hold their own. One prototype each was housed in Delitzsch and Kassel. The Delitzsch vehicle fell victim to a fire in 1932 and was scrapped. The other example was initially retired at the beginning of the war for economic reasons, but was eventually converted to run on liquid gas and put back into service. However, it did not survive the war without major damage and was subsequently scrapped.