Following the successful inauguration of the Intercity-Express system in 1991 and the order to develop the ICE 2, in 1994 DB started plans to upgrade long-distance services using conventional lines, with higher speeds and a comfort level close to the ICE standard, using tilting electric multiple units to replace locomotive-hauled InterCity (IC) and InterRegio (IR) trains.

Later, Deutsche Bahn also saw the need for a similar new train for its non-electrified routes, and started the ICT-VT project, with "VT" standing for Verbrennungstriebwagen (internal combustion motor car).

The trains share a general styling concept, notably a lounge section in the front separated only by a glass wall from the driver's compartment, with a view forward over the tracks.

Technically, the trains share a lot of components and technical layout, as well as the concept of distributed traction: in contrast to the ICE 1 and ICE 2 designs, the new units were planned not with power cars, but with peripheral underfloor motors, to reduce axle load (important for tilting trains) and increase tractive effort.

The trains were produced by a consortium led by DWA and including Siemens, Duewag and Fiat Ferroviaria.

DWA (later taken over by Bombardier) produced the end cars, Duewag (owned by Siemens, later merged into the parent company) the middle cars, Siemens supplied the electronics and other main parts, and Fiat Ferroviaria (later bought by Alstom) supplied the bogies and the tilting technology.

The most apparent differences inside were the scrapping of on-board radio and the replacement of the restaurant with a standing bar.

Shortly before entering service, the product name of the trains was changed to ICE T, with "T" now standing for the English word tilt(ing).

Starting in December 2004, DB took the second batch of 28 more class 411 units into service on the upgraded line between Berlin and Hamburg.

DB decided to sideline the trains after consultation with Siemens, Bombardier and Alstom revealed only "unclear information" about the expected life span of the axles.

[4] In January 2009, Deutsche Bahn CEO Hartmut Mehdorn suggested that the axles would have to be replaced with a new design.