Later configurations included a three-car set with two power cars and a composite (first and second class) seating and buffet (TCR).

The bodyshells of the DEB sets were very similar to the two-car 600/700 class railcars that had entered service in 1949.

The first four-car set, powered by four 240 horsepower horizontal in-line six cylinder, four stroke Hercules DFXH-F diesel engines (2 per power car) coupled to Torcon hydraulic transmissions, entered service on the North Coast Daylight Express between Sydney and Grafton in November 1951.

The engines and hydraulic transmissions proved unreliable and the set was withdrawn in May 1952 after less than six months in service.

The Canberra Monaro Express (8 cars) divided at Queanbeyan with separate portions for Canberra and Cooma while the Northern Tablelands Express (7 cars) divided at Werris Creek with one portion operating to either Glen Innes or Tenterfield and the other to Moree, and Walgett once a week for a short period.

[1] The Canberra Monaro Express was reduced to a single 4-car set in July 1973 following a fall in patronage.

[1] During the 1980s, a program of retrofitting higher performance Cummins NTA-855-R4 engines with Japanese Niigata DAFRG 2001 lock-up torque converter transmissions to all units commenced.

[4] DEB sets were also used to operate connecting services from Junee to Griffith and Werris Creek to Moree.

Five DEB set carriages have been designated heritage items and remain in the ownership of Transport Asset Holding Entity and are currently in storage at Broadmeadow Locomotive Depot.

A safety device in the form of a dead man's foot pedal was also fitted in the driver's cabin.

Longitudinal luggage racks extending the full length of the saloons were built into the body sides.

The conditioned air was conveyed along ducts in the car ceilings and delivered through anemostats to the passenger saloons.

New South Wales Government Railways publicity pamphlet "The Canberra-Monaro Express" c.1955 Neve, Peter (October–November 2012).