After Lomonosov already had two different diesel locomotives with electric power transmission built, he also ordered a third one to be built with a different type of power transmission for comparison. The hydrostatic transmission that was actually planned was not yet ready for use. The result was and is still the first and only large diesel locomotive in history with a mechanical gearbox. It went into operation as Ю^m005 (Yu^m005) and was renamed Э^мх3 (Ye^mkh3).

The chassis consisted of five axles driven by coupling rods and a one-axle and two-axle bogie at each end. The engine came from MAN and was the same as in the Э^эл2. Here, however, it was designed to be reversible, since the transmission did not have a reverse gear. It had three gears which were shifted via a magnetically operated friction clutch.

Although the locomotive achieved a very high level of efficiency of just over 30 percent, the power transmission was not without problems. In addition to jerky loads on the clutches, there were also broken gear wheels. Engine power was soon reduced from 1,200 to 1,050 hp. But even this did not solve the problems, so that the locomotive was soon withdrawn and the diesel-electric competitors prevailed.

The company of Allrad-Rangiertechnik in North Rhine-Westphalia was a manufacturer of road-rail vehicles which had the distinction that each wheel was powered by a separate hydraulic motor. In the nineties, they also started to offer the DH 440 “cargo-Lok” as a conventional shunting locomotive that also used the same propulsion technology. It had a Deutz diesel engine that provided 370 kW. As many parts as possible had been taken from truck building.

Three prototypes were delivered to Deutsche Bahn, to the Augsburger Localbahn and to the Swiss Varo Energy AG. Due to many problems which were found during testing, no additional locomotives were ordered. The project was cancelled in 1999 when the owner of the company died and Allrad-Rangiertechnik became part of Translok.