After normally only supplying passenger coaches in the past, Talgo introduced a complete diesel multiple unit in 1999. This consisted of one or two powered end cars and Talgo 7 trailers, which had the typical passive tilting technology. Trains with a powered end car were to run with 1,800 kW, four trailers and a control car. Engines with only 1,500 kW each were planned for two power cars, as well as up to twelve trailers. The gauge of the bogies can be changed on stationary gauge-changing devices while running through slowly.

What is special about the drive technology is that the hydrodynamic transmissions are located in the car body and the brake discs are also located on the cardan shafts. The vehicles are designed for 220 km/h and an unofficial record is 256 km/h. As a set with only one powered end car, a maximum speed of 160 km/h was only permitted when driving with the control car ahead.

Only two power cars were built in total. A possible area of application would have been in Sardinia, where a train demonstrated a significant reduction in travel time. Ultimately, there was no series production, as vehicles from CAF were ordered instead. After testing, the built vehicles went to the Spanish infrastructure operator Adif. One train is used here for overhead line measurement runs. This consists of a power car, two trailers and a control car, which has been given a pantograph for this purpose.