The demand for good-quality used tractors has for many years outstripped domestic supply. For decades, there has been a healthy import of used tractors into the country.

First choice for good-quality imports is our nearest neighbour, the UK, which has a much larger farming sector and more options to choose from. The quality of used tractors in the UK tends to be very good.

Fluctuations in the euro-to-sterling exchange rate do naturally affect the purchasing ability of Irish customers in the UK. When sterling is expensive, mainland Europe becomes a more attractive option. The language barrier and the cost of shipping home to Ireland does make Europe a second choice.

The most popular used tractor imported into Ireland in 2014 was the New Holland TS115 and TS115A. The New Holland was only just marginally ahead of Massey Ferguson’s 390 and 390T in the latest stats. New Holland again occupies third place with its TS100 and TS100A.

The popularity of the above New Holland and Massey Ferguson models as used tractor imports has remained unchanged in recent years. We have written a used buyer’s guide for Massey Ferguson’s 390/390T and New Holland’s TS series. Filling the gap is the following guide on New Holland’s TSA series.

New Holland’s TSA series was launched in 2003 as a replacement for the still very popular TS series. The TSA series was really very different to the TS. The TS series had a huge amount of Ford heritage in its design, while the new TSA incorporated much more from the Fiat family plus a new four-post cab.

New Holland, CaseIH and Steyr are all part of the Fiat family and while New Holland introduced its TSA, CaseIH launched its MXU series and Steyr launched its Profi series. All three were virtually identical under the skin. The main differences at the initial multi-brand introduction were cosmetic/styling and in-cab control options.

The New Holland TSA range consisted of both four- and six-cylinder models from 100hp to 140hp. Within the mix of four- and six-cylinder engines were both versions with mechanical fuel injection systems and common rail fuel injection systems. The latter high-spec engines also featured four valves per cylinder. All engines were supplied in-house by sister firm FPT-Fiat Power Train.

The TSAs were larger and heavier than the TLA range, and more suited to the increased demands of agriculture, particularly with a front loader fitted. A couple of years after the introduction of the New Holland TSA range, New Holland recognised that its initial offering was perhaps too high in spec and stature (and price) for typical users, particularly in the livestock sector.

So it wasn’t long until it introduced lower spec and lower roofed versions. In 2005, New Holland launched low-profile economy models of its TSA range. It split the lower horsepower models of its TSA tractor range in two. It introduced new Delta and Plus versions of the TS100A, TS110A and TS115A tractors, while it made the TS125A and TS135A available only in “Plus” spec.

With a low-profile Horizon cab and shorter exhaust, Delta models were simplified throughout. This included engines and their injection systems, transmissions, hydraulic systems and lift systems. All were given specs according to market demands.

At that stage, the TSA range offered a very broad spectrum of options and specifications. These included mechanical gear pump hydraulics or PFPC piston pump, mechanical lift control or electronic lift control, mechanical spool valves or electronic spools and fixed, swing-back or telescopic hitch.

Transmission options included 12F/12R Synchro Command with mechanical shuttle; 24F/24R Dual Command with two-speed powershift and power-shuttle or 16F/16R Electro Command with four-speed powershift.

The all-mechanical version is very rare, while the 24F/24R Dual Command transmission was very popular. Four-cylinder models with the 16F/16R Electro Command transmission struggled with the extra power demand required. It incorporated a semi-powershift feature between two clusters of four powershift speeds. A gearstick changed between high and low ranges.

The TSA series ran for a number of years before its replacement, the T6000 series, emerged in 2007 and the TSA was phased out. Differences between TSA and T6000 were not huge so we can expect the T6000 to feature here soon!

TS100A Delta

Pictured on right is Michael Murphy, a farmer from Clonroche, Co Wexford, with independent New Holland specialist Shane Condon. Michael purchased his New Holland TS100A Delta new in the Enniscorthy Motor Company back in 2006.

Michael has around 4,000 hours on his TS100A and uses it for topping, slurry and fertiliser spreading and it runs his diet feeder. He also has a David Brown 1490 and Renault Ceres 345X. Both of these have loaders, so his TS100A is perhaps one of the few without a loader fitted.

Michael is very happy with the TS100A: “It’s a lovely farmer’s tractor, no matter what job you do with it.” While it has no front loader fitted and the hours are not enormous, it is still nine years old and has proven itself reliable, according to Michael, which is perhaps why they are so sought-after. “It has never let me down and I haven’t a bad word to say about it,” he declares.

Check over

Shane Condon provided us with some advice on what to look out for on a used TSA. Shane spent eight years in New Holland dealership, Murphys of Glenmore, before going independent. He specialises in servicing and repairing the blue marque.

Below is a guide, but as always, if in doubt get a second opinion. That could be a mechanic with New Holland knowledge or just somebody who knows the product well. Never rush into any purchase. Chances are that another, maybe better example will come along if you are patient.

Picture one

With the bonnet up, inspect the rubber air pipe from the air filter to the turbo. Some of these have failed on earlier machines, particularly on six-cylinder models. Oil from the engine breather softens the rubber pipe and can split or slip off the turbo, allowing the engine to suck in dust and dirt. There may be no sign until it’s too late, advises Shane, so it’s always worth keeping a check on.

Picture two

Check the engine’s exhaust system from the turbo to the top of the exhaust stack for cracks or leaking (without touching the hot exhaust system). Shane advises that the top of exhaust can burn off at just 2-3,000 hours. It’s not a sign of high hours or hard work, just a feature of the machine.

Picture three

There were three different front fender systems used on TSAs. These included fixed, steered and dynamic. All can give problems, so check bolts, brackets, hinges and stops according to which version is fitted. Replacement parts can be difficult to fit (and expensive if steered/dynamic).

Picture four

Michael’s tractor is fitted with a Delphi mechanical pump, but Bosch units were also used, depending on the year. Check for poor or spluttery start-up from cold and perhaps a leaking or noisy pump, particularly on Bosch units. This is all potentially expensive to rectify. Evidence of regular servicing and fuel filter changes reduced the risk of a defective pump caused by starving the pump because of air in the system or blocked fuel filter. The use of this larger fuel filter (pictured) helped in both scenarios.

Picture five

On Dual Command versions like Michael’s, check gearstick operation. If very stiff in operation, especially moving across the ‘H’, Shane says new cables vastly improve gearstick operation. They are a bit expensive though.

Picture six

Cable for position control can be stiff, according to Shane, so check that it functions. Also check lift-o-matic control work for raising and lowering the lift. They are not positioned very well on the right-hand console but are both useful and reliable.

Picture seven

PTO speed selector cables weren’t up to the task, says Shane, and often required adjusting. Check operation and Shane would advise to press the PTO brake release button to make range changes easier. Versions with the 540-economy speed PTO option are more sought-after.

Picture eight

Shane says that the steering column can get loose on its bearings, particularly on tractors fitted with a loader. He says this is easy to fix with bushes made locally rather than fitting a new steering column.

Picture nine

Check clutch featherability, especially on Dual Command versions with gear-type hydraulic pump. On some tractors, it could be very hard to feather the clutch when yoking to an implement or trailer. Be sure you are happy with this function before signing on the dotted line.

Picture 10

Safe access to the cab is always important. Steps on any livestock tractor can and do get damaged but are not a big job to replace on TSAs.

Picture 11

Make sure that the tractor’s lift arms drop as fast as they should. Sometimes water gets behind the assister ram scraper seals and rust builds up, restricting the movement of the ram. Again, not expensive or a big issue to fix.

Picture 12

Various hitches were available including fixed, swing-back and Sauermann telescopic hitches. Swing-back models were prone to wear, but the telescopic versions are very good. Check slides for wear on older or high-hour units. A Dromone telescopic hitch is also available as a replacement if dissatisfied with the basic hitches. Also check PTO for operation, start, stop and that it is not too harsh on start-up.

Picture 13

Basic/Delta variants had a 63-litre/min hydraulic pump. With the tractor and backend hot, check all hydraulic functions work. Shane advises that if the pump fails and the tractor has a loader fitted, it is very easy to fit the optional 83-litre/min pump.

Function check especially applies to versions with the piston PFPC pump. If defective, they are vastly more expensive to replace.

Picture 14

Foot throttle geometry combined with worn/sticky cables on early TSA models sometimes made it difficult to feather the pedal. Pedal function should be smooth and controlled throughout its range.

Picture 15

Rear fenders can get a bashing, particularly on loader tractors operating around tight yards. Check all supports and their fixings are in place to prevent non-impact damage. Replacement fenders don’t require painting and are not terribly expensive to replace.

Picture 16

Rusty wheel rims always take from the look of a tractor. Agrigear in Cavan provides a rim-refurbishment service which may be worth checking out to spruce up a set of rusty rims.

Picture 17

The bonnet on Michael’s TS100A still looks shiny and new but the plastic headlights definitely need replacing. This is common enough on TSAs so would need to be rectified before purchasing.

Picture 18

Check the function of all lights, mirror arms and heads, plus wipers. The front wiper motor on Delta versions did not like running on a dry windscreen, however accidental, and could fail as a result.

General

Always try to visit a potential purchase when it is cold to check its cold start-up. Cold start-up can tell a lot about a tractor from engine condition to hydraulic system condition and operation.

Everything needs to work, and work the way it is supposed to. If possible, operate the machine with a load on the linkage or a trailer to check that it drives and pulls as it should.

Listen for noises that seem out of place. On 50km/h versions with high hours or hard work done, keep a sharp ear for transmission noise. When hot, the hydraulics should function flawlessly. There should be no warning lights or error codes on the tractor’s dash.

In general, front axles are bulletproof on TSAs but still check king-pins, bearings, track rod ends and axle pivots for wear. Surprise costs aren’t included in a bargain.

If in doubt about anything, then it costs nothing to walk away at the viewing stage.