Aircraft are becoming increasingly more fuel-efficient, driven by a combination of lightweight composite materials, advanced aerodynamics, and a new generation of high-bypass turbofan engines. Over the past two decades, aircraft like the Boeing 787 Dreamliner and Airbus A350 have redefined long-haul efficiency, offering fuel burn reductions of up to 25% compared to the aircraft they replace. As fuel remains one of the largest cost drivers for airlines, these efficiency gains play a critical role in both profitability and sustainability.

In this list, we take a closer look at the five most fuel-efficient widebody aircraft in commercial service in 2026, based on their fuel burn per passenger. In aviation, fuel efficiency is most meaningfully measured in liters of fuel consumed per passenger per 100 kilometers, similar to miles per gallon in cars. However, these figures are highly dependent on factors such as seating density, route length, and payload. As such, the rankings below reflect typical multi-class configurations on long-haul routes.

5

Airbus A330-900neo

Approx. 2.1 to 4.8 liters / 100km per passenger

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The Airbus A330neo, or “New Engine Option”, is the manufacturer’s second iteration of the popular Airbus A330. Airbus launched this new version of the A330 in July 2014, primarily as a response to the Boeing 787, a direct competitor of the A330 family. Compared to the older A330, the A330neo consumes 14% less fuel per seat, according to Airbus. This is primarily made possible by new Rolls-Royce Trent 7000 engines, as well as a larger wingspan and redesigned composite sharklets for improved aerodynamics. The aircraft’s engines have an exceptional bypass ratio of 10:1, the highest of any engine in the Trent family, resulting in the aircraft’s fuel efficiency and reduced noise profile compared to other aircraft.

The A330neo is available in two versions: the A330-800neo, which is based on the A330-200, and the A330-900neo, which is based on the A330-300. However, the former never gained much traction in the market and is widely considered to be a commercial failure. Contrary to its smaller brother, the A330-900neo is much more successful, with over 450 outstanding orders. Despite this number of orders being enough to consider the aircraft a success, it is still considerably less than the number of orders for the original A330 or the newer Airbus A350.

An important reason for the aircraft’s limited popularity among airlines is that the aircraft’s economics, when compared to the A350 or 787, are only attractive under certain operating conditions. Overall, the Airbus A330-900neo offers exceptional fuel efficiency, consuming roughly 2.1 to 2.48 liters of fuel per passenger per 100 kilometers. An important nuance, however, is that the 2.1 liters per passenger per 100 kilometers is only achievable in a dense configuration. However, in a more typical three-class layout, the aircraft quickly falls short, with fuel per passenger per 100 kilometers rising to 2.48 liters. Generally speaking, this makes the aircraft an excellent fit for high-density routes where airlines require flexibility in combination with low operating costs. Something particularly relevant for short-to-medium distance long-haul routes.

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4

Airbus A350-1000

Approx. 2.39 liters / 100 km per passenger

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The A350 family is one of the most popular long-haul aircraft types in today’s aviation market. Similar to the A330neo, the A350 was developed by Airbus in response to the Boeing 787, with the initial design introduced in 2004. However, contrary to the A330neo, the A350 is designed from scratch, giving it modern advantages that the A330neo lacks, as it is based on a 30-year-old original design.

Today, the A350 is available in two main variants: the A350-900 and the longer A350-1000. The larger A350-1000 is powered exclusively by the Trent XWB-97, providing around 97,000 lbs (430 kN) of thrust. These fuel-efficient engines, in combination with the aircraft’s largely lightweight composite fuselage, allow the aircraft to be 25% more fuel efficient compared to previous-generation competitors at around 2.39 liters per 100 km per passenger. As a result, the A350-1000 can operate efficiently at high cruising speeds while maintaining a range of up to 9,000 nm (16,700 km), allowing airlines to serve some of the longest commercial routes in the world.

The first A350 variant to enter commercial service was the A350-900, which first flew in June 2013 and entered service with Qatar Airways in January 2015. The A350-1000 followed in February 2018 when it entered into commercial service with the same airline. Today, around 38 airlines operate the A350, with the largest operator being Singapore Airlines, while Turkish Airlines is the largest customer with over 100 aircraft on order. In the United States, Delta Air Lines is the type’s largest operator, with plans to operate 60 A350s towards the end of the decade. As of March 2026, over 700 aircraft have been built and delivered to airlines around the world. Another 850+ orders are still outstanding, including the expected freighter variant, the A350F.

3

Airbus A350-900

Approx. 2.39 liters / 100 km per passenger

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In terms of fuel efficiency, the smaller A350-900 is very similar to the A350-1000. Where the aircraft differ slightly, however, is the engines. While the -900 also features engines from the Trent XWB family, it is equipped with a lower-thrust variant than the -1000, the Rolls-Royce Trent XWB-84 engine. This engine provides the -900 with around 84,000 lbs (374 kN) of thrust per engine.

Besides the different engines, the most obvious difference between the -900 and -1000 is, of course, their fuselage length and subsequent capacity. The A350-900 typically seats between 300 and 350 passengers with an exit limit of 440, whereas the larger A350-1000 seats 350 to 410 passengers and has an exit limit of 480. In terms of length, the -1000 is 22.9 ft (6.99 m) longer than the -900 at 242.1 ft (73.79 m), while the wingspan of both aircraft is identical, 212.4 ft (64.75 m). Unsurprisingly, the large size of the -1000 also results in a higher MTOW at 710,000 lb (322 t).

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2

Boeing 787-9 Dreamliner

Approx. 2.31 liters / 100 km per passenger

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An aircraft even more, albeit marginally, fuel-efficient than the Airbus A350 is its competitor, the Boeing 787. With a fuel efficiency of as low as 2.31 liters per 100 kilometers per passenger, both the Boeing 787-9 and the larger Boeing 787-10 are considered the most fuel-efficient widebody aircraft. Compared to older generation aircraft such as the Boeing 767, the 787 family provides a 20 to 25% improvement in fuel efficiency. Crucial improvements in the aircraft’s design that enable this efficiency gain include the use of a lightweight composite material similar to the A350, redesigned wings for improved aerodynamics, and, of course, new, more efficient engines.

The engine options for the Boeing 787 are the same across all three variants, with airlines able to choose between the General Electric GEnx and the Rolls-Royce Trent 1000, with the GEnX holding the majority market share at approximately 60%. These engines deliver 66,000–76,000 lbf (293–339 kN) of thrust depending on the aircraft type’s subvariant. Another similar aspect of all 787 family aircraft is that while all aircraft have different capacities and cabin lengths, the wings of all variants are the same, with a wingspan of 197 feet 3 inches (60.12 meters) and a surface area of 4,058 sq ft (377 m2).

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1

Boeing 787-10 Dreamliner

Approx. 2.31 liters / 100 km per passenger

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While the 787-9s and 787-10s per passenger fuel burn, engines, and wings are similar, the largest difference between the two aircraft is the range and capacity. The 787-10 has a lower range of only 7,710 miles (12,410 km) compared to the 787-9’s 9,090 mi (14,630 km). At the same time, the 787-10 is larger at a length of 224 ft (68.28 m) and seating up to 340 passengers in a three-class configuration, whereas the 787-9 has a length of 206 ft 1 in (62.81 m) seating up to 300 passengers.

Since the -10 is larger than the -9, the aircraft, unsurprisingly, has an increased Maximum Takeoff Weight (MTOW) of 574,000 lb (260,400 kg) versus 571,500 lb (259,200 kg) for the -9. Recently, the Federal Aviation Administration (FAA) also approved an increased MTOW (iMTOW) version of the -9 and -10, offering up to 14,000 lbs (6,350 kg) of extra weight capacity. This upgrade allows airlines to operate longer routes or load a higher payload, as well as improve takeoff performance under hot-and-high conditions.

As of February 2026, 1,264, 787 aircraft have been built, and another 1,109 orders are still outstanding. With 1,453 total firm orders, the 787-9 is the most popular variant, followed by the 787-10 with 496 orders. The 424 remaining orders are for the smallest variant, the 787-8. The largest customer is United Airlines with 221 orders. Boeing officially launched the Boeing 787 program in 2004, with an order from All Nippon Airways (ANA). At the time, Boeing targeted the aircraft for entry into service in 2008. However, the aircraft’s first flight wouldn’t be until the end of 2009. Almost two years later, in September 2011, the first aircraft was delivered to ANA, with the first commercial flight taking place a month later in October 2011.