The New Holland TS series was replaced by the TSA in the autumn of 2003. The TSA models, representing new design, were still manufactured in England. The equivalent Case IH series, the MXU, on the other hand, came from Austria. The engines were entirely new NEF engines (New Engine Family) from EEA. In the two four-cylinder models, the displacement was 4.5 liters, and in the six-cylinder models, 6.7 liters. All engines were turbocharged and intercooled, and equipped with a viscous fan. The engines in the TS100A and TS115A were equipped with a distributor pump. The engines in the other models were electronically controlled four-valve engines and featured common rail injection. These more advanced versions had an extra power feature that was available when sufficient power was transmitted through the PTO. Using road speed engaged the extra power in models equipped with the EC transmission starting from gear 13.

The transmissions remained the same as before. The 12+12-speed Synchro Command had a mechanical shuttle and was only available on models equipped with a distributor pump. The Dual Command had 24+24 speeds using a two-stage hydraulic powershift. It included a hydraulic shuttle and an electric PTO. The Electro Command had 16+16 speeds. In addition to the four powershift speeds, two ranges could be selected electro-hydraulically, and the clutch was only needed when shifting from the slow to the fast range. Models equipped with electronic injection had transmission automation that worked somewhat slowly as it went through each gear. There was also an Electro Command version reaching up to 48 km/h, which featured an additional 17th gear.

The differential locks on the axles were engaged hydraulically. The locks also had an automatic function based on the raising and lowering of the three-point linkage. As an option, a versatile programmable headland management system was available. There were three PTO speeds standard. Hydraulic performance values were impressive as before, and Deluxe hydraulic valves (control valves) were standard with four sections. The hydraulic system was closed-center on EC models, whereas the others used a traditional gear pump. The TS135A had electronically controlled hydraulic valves as standard. The trailer brake valve was standard. The control of the electric PTO still used a traditional-style work-depth adjustment lever.

The cab was completely new and equipped with full-length glass doors along the entire side. The noise level was stated as 72 dB. The exhaust pipe was located in the pillar. Standard equipment was generous and included, among other things, air conditioning, a pneumatic seat, and an assistant’s seat. Cab suspension was available as an option on EC models. The front axle could be ordered as either suspended or as the Super Steer version, where the steering of the front axle reduced the turning circle diameter by almost one meter. The engine oil change interval in the TSA was as long as 600 hours.

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