Since new, powerful switching locomotives were needed in the seventies, which were also to be used like a road switcher, a new locomotive was developed on the basis of the DF4. Depending on the variant, the top speed is 80 or 100 km/h. With six axles and half the power compared to the DF4, it is more optimized for higher tractive forces at low speed. A V8 was made out of the V16 engine, but this was not convincing and lead to only 32 of the first generation being built. Soon the engine was developed into an inline 8-cylinder, which had better characteristics.

Some locomotives were built in broad gauge to be used for switching in the border area with Russia. By 2006 more than 1,100 locomotives had been built, the latest generation of which has 1,800 hp instead of 1,650 and is produced by Sifang with many other improvements. Above all, it includes many innovations in the field of electronics. Today, the DF5 is the most common type of its kind in China, and North Korea also uses a few.

The T 448.0 is a diesel-electric locomotive that was developed for shunting and light freight transport on short lines. Its structure is characterized by a cab, which is bordered by a long and a short, high hood. It is powered by a six-cylinder with 883 kW.

ČKD manufactured a total of 459 for the domestic market. Since there was also a great need for such locomotives among industrial companies in Poland, 161 more were built for the Polish market. For road service, the ČSD received the T 466.2, which was similar in design but eight tons lighter. To this day, many T 448.0s are in use, often by private operators and modernized.

In 1963, CKD began supplying a diesel locomotive for heavy shunting and local freight trains, of which around 8,200 were ultimately built for several Eastern Bloc countries. They were designated ЧМЭ3 in the Soviet Union, which led to the nickname “Cmelak” (bumblebee) in Czechoslovakia. The CSD tested one locomotive in 1963 and decided to order more locomotives with adjustments to their own requirements.

The basic design of these locomotives corresponded to American road switchers. This means they had a supporting frame, narrower, taller hoods and a cab that was shifted towards one end. This layout was created at the request of the Soviet Union, since they had already received locomotives from ALCO in World War II. Like the American locomotives, they had a medium-speed diesel engine with a displacement of 163 liters and a turbocharger. In contrast to these, however, the cab was relatively well insulated and soundproofed.

Due to a lack of production capacity at CKD, the first production locomotives for the CSD were not made until 1967 at SMZ in Dubnica in what is now Slovakia. Around 120 examples were built there until 1969, when a new type of bogie suspension was developed. The modified variant was built a total of 324 times by 1972. The older ones were named T 669.0 and the newer ones T 669.1 to distinguish them. In 1977 and 1979, CSD received a T 669.0 each from CKD. A total of 25 of the two variants were built for the 1,520 mm broad gauge, which had to shunt freight trains from the Soviet Union weighing up to 4,000 tonnes in the east of the country.

The T 669.2001 was built with an engine that was set at 1,500 hp but later reset. When the numbering system was changed in 1988, the T 669.0 and T 669.1 were renumbered as the classes 770 and 771. In the Czech Republic, the CD retired the locomotives by 2005 because shunting locomotives of this size were no longer needed. The situation was similar in Slovakia, but the broad-gauge machines were still needed in the east, and they were also occasionally used after 2010. Others were sold to private customers and some were fitted with more modern engines.

From 1977, ČSD had a total of 453 diesel-electric locomotives of a type manufactured that ČKD had presented in 1973. In addition, 41 more were built for private railways. The locomotives have a six-cylinder engine with 1,200 hp and with a maximum speed of 90 km/h, can be used for shunting and light freight trains. Ten more T 466.3s were built in 1988, which are designed for steep sections and have dynamic brakes. The two sub-series have been known as the classes 742 and 743 since 1988 and are still used today in the Czech Republic and Slovakia. Two came to Congo in 2011, for which they were converted to Cape gauge. 

For use as shunters and for light short-distance freight trains, South African Railways ordered a total of 101 SW1002 from EMD. Between 1980 and 1984, they received two orders of 50 and 51 locomotives which were designated class 36-200. Like the SW1000 and SW1001 designed for service in the US, they got the 8-645E engine that delivered 1,140 hp for a short time. By 1991, a total of six more had been delivered to three customers in the industry, bringing the total number to 107. Nearly all had been produced a General Motors South Africa (GMSA), only one of the three locomotives built for Iscor had been built by GM-Astarsa in Argentina.