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For decades, Boeing and Airbus have defined the global long-haul market. Their widebody aircraft, led by the Boeing 777 and 787 families and Airbus’s A330 and A350 series, form the backbone of nearly every major airline’s intercontinental fleet. In this competitive space, size and efficiency continue to drive development. The US manufacturer is currently developing its next-generation 777X program to maintain its lead in the high-capacity segment. The 777X will debut in two versions: the long-range 777-8 and the 777-9.
Of these, the latter is set to become the largest twin-engine passenger aircraft in the world, and, with its extended fuselage, the 777-9 is intended to carry more passengers farther than any other twinjet. However, just as Boeing looks to cement that position, the company may face a different kind of pressure, not from a rival aircraft, but from a propulsion perspective.
Indeed, UK-based firm Rolls-Royce has built an engine that could change what future twinjets are capable of. It has the potential to support the kind of next-generation widebody that could alter the long-haul market, and that’s where Boeing’s concerns begin.
Boeing’s Next Challenge May Come From The Engine, Not The Airframe
Boeing’s decision to launch the 777X program was driven by the need to maintain its position in the long-haul market. As international travel demand continues to grow, airlines are looking for aircraft that can carry more passengers on longer routes while lowering fuel costs and emissions. The 777X is developed to meet those expectations and offers a blend of high capacity, advanced aerodynamics, and extended range. Traditionally, comparisons between long-haul widebodies have centered on metrics like payload, range, and seat count.
However, as the industry shifts toward more sustainable operations, other factors, such as propulsion efficiency, fuel flexibility, and environmental performance, have become equally important. This is where Rolls-Royce’s newly developed UltraFan engine enters the picture. Even though it has not been assigned to any aircraft program yet, the UltraFan’s design points directly at the requirements shaping the next generation of widebodies, as the engine introduces performance thresholds that exceed current standards.
It also offers measurable gains in fuel efficiency, reflecting the direction in which the market is headed. Its 140-inch fan diameter and geared architecture are designed to support larger fuselages and longer ranges with significantly lower emissions and noise output. In addition, the company has built a platform that is scalable, which allows technology to serve both narrowbodies and the kind of high-thrust widebodies Airbus or other manufacturers could bring to market in the 2030s.
If matched to the right airframe, the UltraFan could support a new large twinjet capable of outperforming Boeing’s latest generation widebodies in both operational efficiency and sustainability. These are powered by General Electric GE9X engines.
Rolls-Royce’s UltraFan Is Capable Of Powering Widebodies That Outperform Boeing’s 777X
The UltraFan program, also known as the UF001 engine, marks a significant milestone in aerospace engineering. Rolls-Royce launched the program with the goal of redefining propulsion standards for the next generation of commercial aircraft, and the first full test of the engine took place back in 2023, marking the completion of Phase 1. It validated a series of engineering advancements aimed at reducing emissions, increasing efficiency, and enabling long-term adaptability across multiple aircraft categories.
The UltraFan features a newly developed core architecture that incorporates a lean-burn combustion system, geared fan, and advanced composite fan blades. Together, these allow the engine to achieve a 25% improvement in fuel consumption compared to the Trent 700 and a 10% gain over the current Trent XWB, which is one of the most efficient large engines in service today. The fan measures 140 inches (3.55 meters) in diameter, which makes it the largest aircraft engine ever built.
Furthermore, it is capable of delivering more than 85,000 pounds of thrust and targets a bypass ratio of up to 15:1 and an overall pressure ratio of up to 70:1, both of which represent major efficiency gains over current commercial engines. Additionally, Rolls-Royce has developed a platform capable of producing between 111 and 489 kilonewtons of thrust, depending on the configuration. This flexibility allows it to serve everything from single-aisle jets to the kind of long-haul widebodies expected to enter service in the 2030s.
According to the company, the technologies are “scalable, capable of being developed to create an engine with a thrust range of ~25,000lb to 110,000lb, for narrowbody or widebody aircraft that may be developed from the 2030s.” It also introduces several design changes aimed at reducing weight and improving performance. For instance, the carbon composite fan blades and casing together cut around 340 kilograms per engine. In addition, the fan system uses variable pitch.
This removes the need for thrust reversers and improves efficiency during different phases of flight. While the engine itself may not enter commercial service until later in the decade, Rolls-Royce has confirmed that several of its core technologies can be applied to current Trent engines in production. This allows it to improve current-generation products while continuing to prepare for future regulatory and operational targets.
Rolls-Royce’s ‘Best Widebody Engine’ Just Got Even Better
Rolls-Royce is looking to make the Trent XWB turbofan more efficient and sustainable.
Airbus Is Positioning The UltraFan For Its Next Generation Of Widebodies
Furthermore, Rolls-Royce is developing the UltraFan alongside Airbus, which remains its closest industrial partner and a likely early adopter. The two companies signed a formal agreement for integration testing in 2018, under which Airbus is providing nacelle and engine-aircraft integration architecture. These tests will be conducted on a Rolls-Royce flying testbed, but the broader goal is to develop solutions that can be used across Airbus’s future aircraft portfolio.
The European manufacturer has confirmed that the UltraFan could eventually be adapted for both its long- and short-range aircraft. For long-haul operations in particular, the A350, which is the direct competitor to Boeing’s 777X platform, is viewed as a strong candidate.
Indeed, it already uses Rolls-Royce engines exclusively, and the UltraFan integration work is directly aligned with the segment that the aircraft serves. If the UltraFan ends up powering a future version of the A350s (or an entirely new widebody platform), Airbus would hold a clear propulsion advantage going into the next decade. That creates a long-term concern for Boeing, whose current widebody strategy is fully tied to GE engines.
How Does It Compare To The GE9X Powering Boeing’s 777X?
The US manufacturer has equipped its 777X aircraft with General Electric’s most advanced GE9X engines. During the tests in 2017, it broke the world record for thrust output, reaching 134,300 pounds and surpassing the GE90’s 15-year benchmark. In regular operations, however, the GE9X delivers around 110,000 pounds of thrust, which still makes it one of the most powerful engines ever built. Still, that extra thrust comes with trade-offs, as the GE9X is designed for power, while UltraFan is built around efficiency.
Rolls-Royce has capped the UltraFan’s thrust at above 85,000 pounds, but in return, it targets a bypass ratio of up to 15:1 and an overall pressure ratio of 70:1. The GE9X, by contrast, offers a 10:1 bypass ratio and a 60:1 pressure ratio, and those differences directly impact how much fuel an engine burns and how effectively it manages emissions.
In addition, Rolls-Royce uses a geared fan system, which allows for more optimal fan speeds throughout the flight cycle. The integrated gearbox alone can generate 64 MW of power (which Rolls-Royce compares to more than 500 family cars) and plays a major role in the engine’s overall performance. Its fan, which is 140 inches in diameter, is also the largest ever built. Combined, these characteristics give it a technical advantage in delivering cleaner, quieter, and more flexible propulsion for future aircraft types.
Indeed, the GE9X is the closest direct competitor to UltraFan, but it faces timing challenges. Boeing’s 777X has yet to be certified, and delays continue to push the program’s entry into service further into the decade. By the time it enters full commercial use, its propulsion system will already be several years behind the next-generation technology that UltraFan is preparing to support.
How Much Larger & More Powerful Is The 777X’s GE9X Engine Than The 777’s GE90?
The GE9X may be the largest turbofan ever built, but by just how much does it surpass its mighty predecessor, the GE90?
Boeing Still Holds The Advantage While The UltraFan Awaits Adoption
However, it is worth noting that the UltraFan’s long-term impact still depends on several variables. As of now, the engine is a demonstrator, not yet tied to any commercial airframe, and without a confirmed launch customer. Rolls-Royce has stated that UltraFan could enter the market in the 2030s, but that timeline depends entirely on when an aircraft manufacturer decides to adopt it. Until then, it remains a high-potential platform without a production roadmap.
For Boeing, this uncertainty might be both a relief and an opportunity, as the GE9X-powered 777X is currently the largest twinjet aircraft in development and has already gained traction with several major global airlines. The program has secured hundreds of firm orders and continues to attract interest from long-haul operators looking for capacity, range, and efficiency.
Boeing is now targeting 2027 for certification, although the schedule remains subject to regulatory approvals and final testing. If the 777X does enter service within the next few years, it will likely shape long-haul strategies across Asia, the Middle East, and North America well before UltraFan is ready for commercial deployment and will definitely give the US manufacturer some breathing room.
Boeing’s 777X Could Face Stronger Competition Than It Expected
The launch of the 777X program was Boeing’s answer to rising long-haul demand and shifting airline priorities. When it was first announced in 2013, the aircraft was positioned as a next-generation replacement for older 747s and 777s, offering higher capacity and better fuel efficiency. However, over a decade later, the program is still awaiting certification, and it remains unclear when the aircraft will finally enter commercial service. In the time since, the surrounding landscape has continued to evolve.
The GE9X undoubtedly remains a high-performing engine, but it no longer stands unchallenged. Rolls-Royce’s UltraFan (though still in the demonstrator phase) has introduced a propulsion platform capable of powering widebody aircraft similar in scale to the 777X. And Airbus has said that UltraFan could be used across its future product lines, such as a potential ‘A350neo.’
The European manufacturer continues to collaborate with Rolls-Royce on integration testing and long-term propulsion planning. It may not happen overnight, but Boeing’s next-generation twinjet could eventually be competing with an aircraft powered by a newer, more adaptable engine. That’s where the pressure lies.
