The TSA Plus models introduced in spring 2005 differed in appearance from the earlier TSA models only in terms of the hood decals and the rear fenders. The engines remained the same: the TS100A and TS115A engines were equipped with distributor pumps. The engines in the other models were electronically controlled four-valve engines with common rail injection and a power boost feature. The fuel tank capacity of the 6-cylinder models increased to 254 liters.

For transmissions, the Plus models offered the Dual Command with a 2-speed hydraulic splitter and the Electro Command with a 4-speed splitter, where, in addition to the four splitter gears, 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. There was also a version of the EC transmission reaching speeds up to 48 km/h, which included an additional 17th gear. A new feature was the 40 km/h Economy mode, where the top speed of the 17th gear was limited.

Unlike the cheaper Delta models, the front axle had a locking differential. The locks also had an automatic function based on the lift-up and lift-down of the three-point hitch; in the TS135A there was also programmable headland automation. There were three standard PTO speeds. Depending on the model, Deluxe hydraulic valves were standard, either 3 or 4. The hydraulic system was closed-circuit in EC models, whereas DC used a traditional gear pump, though its output was significantly higher than in the Delta models. The TS135A came standard with electronically controlled hydraulic valves. A trailer brake valve was standard. All Plus models had a power take-off unit and lifting capacity greater than the Delta models.

The standard equipment was extensive and included, among other things, air conditioning, a pneumatic seat, a pillar exhaust pipe, and an assistant’s seat. Cab suspension was standard in the TS125A and TS135A models. The front axle could be optionally ordered either with suspension or in the Super Steer version, in which the steering of the front axle reduced the turning circle diameter by just under one meter. A new option was the FastSteer quick steering, where the wheels turned from one extreme position to the other with a small steering movement by pressing the inner ring of the steering wheel, for example during front loader work.

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