Back to home pageBoeing 737 MAX - Differences

Home > History and Variants > 737 Max > Differences


Illustrated technical information covering Vol 2 Over 800 multi-choice systems questions Study notes and technical information Close up photos of internal and external components A compilation of links to major 737 news stories with a downloadable archive Illustrated history and description of all variants of 737 Detailed tech specs of every series of 737 Databases and reports of all the major 737 accidents & incidents General flightdeck views of each generation of 737's Description & news reports of Advanced Blended Winglets Press reports of orders and deliveries A collection of my favourite photographs that I have taken of or from the 737 Details about 737 production methods A compilation of links to other sites with useful 737 content History and Development of the Boeing 737 - MAX A quick concise overview of the pages on this site


This page highlights some of the key differences between the 737 MAX and the NG. I will be adding to this page as I discover new differences.


See more details about the book

All of the information, photographs & schematics from this website and much more is now available in a 374 page printed book or in electronic format.

*** Updated 17 Jan 2017 ***

The 737 Tech Site on Facebook The 737 Tech Site on Twitter

New Features

Boeing will certify the Max series under an amended type certificate as part of the 737 family rather than go for a whole new type certificate.

New features:

  • New 69.4 inches (176 cm) CFM LEAP-1B fan.
  • New CFM LEAP-1B custom core with 11-12% reduction in fuel burn and 7% reduction in operating cost.
  • New engine nacelle and pylon will cause engines to project further forward than CFM56-7BE on 737NG.
  • Updated EEC software, fuel and pneumatic systems.
  • Nose gear extension of 15-20cm to give more engine ground clearance.
  • Minor changes to nose wheel well to accommodate longer nose gear strut.
  • Fly-by-wire spoiler system - to improve production flow, reduce weight and improve stopping distances.
  • Reshaped tailcone to reduce drag giving a 1% reduction in fuel burn.
  • Advanced technology winglets which feature upward and downward-directed composite airfoils
  • Widespread structural strengthening.
  • Flightdeck, fuselage lengths and door configurations all frozen from 737NG.
  • Four 15.1 inch LCD cockpit display screens in landscape orientation.
  • New electronic bleed air system, allowing for increased optimization of the cabin pressurization and ice protection systems, giving in better fuel burn
  • PSEU light changed to MAINT




The MAX has a CFM LEAP-1B fan with a 69.4 inch fan diameter. It will have a 11-12% reduction in fuel burn and 7% reduction in operating cost compared to the NG. The nacelle and pylon will cause the engines to project further forward than the CFM56-7BE on 737NG.

There is a new Ground wind operating envelope found in Aircraft General Operating Limitations:

  • For crosswinds greater than 43 knots, limit thrust to a setting normally used for taxi.
  • Except when setting takeoff thrust on the runway, limit engine thrust to idle for winds greater than 58 knots.

There are two new crew alerts on the inboard DU of THRUST and FUEL FLOW

New MAX crew alerts

In simple terms THRUST will illuminate if the actual thrust is more or less than the commanded thrust and FUEL FLOW will illuminate if the actual fuel flow is abnormally high compared to the FMC expected fuel flow.

Note that the entire block will blink for 10 seconds then remain steady amber for as long as the condition exists.


Engine Panel

The MAX engline panel, located on the aft overhead panel, has now got three new amber caution lights to replace the old REVERSER amber caution lights.

For more details of the new MAX engine panel click here



The EGT gauge has been removed from the APU panel on the overhead panel and the blue MAINT light has been changed to an amber DOOR light.

737 MAX APU panel

Illumination of the DOOR light simply means that the door is not in the commanded position. The APU can continue to be used but some buffeting may be experienced and a fuel burn penalty of 2.4% should be applied.



The big difference is the 4 new 15.1 inch displays. In the central 4 inch gap between display 3 & 4 has been squeezed a smaller gear lever along with a lock override button, nosewheel steering selector, gear indication lights and placard speeds. The ISFD is above the gear panel. The flap position indicator is now part of the electronic displays. The autobrake and MFD selectors and brake pressure gauge have moved down to in between the FMCs. The PFD/MFD transfer switches are on the lighting panels in front of the control column.

The EFIS control panel now has a +/- range selector. VSD is selected from the centre button.

For a full list of MAX flightdeck differences with photos click here

737 MAX Flightdeck



FMC Update 13 was designed for the MAX and has been used as 13.0 on the test fleet. U13 software brings the baseline of U11 and U12 to the 737MAX and does not include any new functionality for the 737NG.

A few things unique to the MAX:

Percent De-rates & Variable Takeoff Ratings:
The 737-8 airframe allows selection of Percentage Takeoff Derates on the N1 LIMITS page based on existing function of Fixed Derates.

Engine Logic – EPM/TRM & Takeoff Speeds
New Engine Performance Model (EPM) and Thrust Rating Model (TRM) is required for 737-8.

Displays- Data output on Ethernet to MDS
The 737-8 includes large format display to the 737 flight deck.

For more details of the FMC Update 13 click here


Flight Controls

FBW Spoiler System

The MAX has a new fly-by-wire spoiler system. This is officially to improve production flow, reduce weight and improve stopping distances.The spoiler mixer unit has been replaced by a Spoiler Control Electronics (SCE) unit and the ground spoiler control valve is replaced by a Ground Spoiler Control Module (GSCM).

Here are some of the new features that system brings.

For more details of the MAX FBW Spoiler system click here



BLEED TRIP OFF lights renamed BLEED


Warning Systems

The PSEU light has been changed to MAINT. Its function is similar to the PSEU light.

More details here



The following MAX variants are being offered:


A slightly shorter, longer range version of the -8 but longer than the 737-700. Overall length 33.7m, Max capacity 172 passengers hence two pairs of overwing exits, Range approx 3550nm. Expected in-service date 2019. See here for more details.


The baseline MAX, equivalent of the 737-800. Expected in service date early-mid 2017.


Stretched version of the -8. Similar to the -900ER. Expected in-service date 2018


A proposed stretched MAX-9 due to slow sales against the A321NEO. See here for more details. Expected in-service date 2020


This is a 200 seat version of the MAX 8 which has an extra pair of Type II doors aft of the wing (as in the 900ER and MAX 9) giving it a maximum certified passenger capacity of 200. The seat pitch will remain at 30 inches with space being gained by slimline seats and removing space from front and rear galleys. The Max 200 will make its maiden flight after the Max 7 in 2019.


The 737 MAX is also being offered as a BBJ. The BBJ 2 MAX, based upon the MAX 8, will have a potential range of 6,325nm.

Footer block

This site has had visitors to date.