In the list of popular narrowbody aircraft, the Boeing 757 stands out due to its impressive capabilities, immense power, and incredible performance. It’s one of the most iconic airliners of all time—this plane entered service over 40 years ago. However, the last 757 rolled off the production line in 2004. As they age, many are raising the question of what will replace them.

Although two versions of the Boeing 757 were produced. Firstly, 757-300 was stretched and entered service in 1999. Meanwhile, no aircraft in service can replace the 757-300 one-for-one. The Boeing 757-200 was, in fact, more popular for use as a large short-haul narrowbody and long-range airline on routes with lower demand.

The A321XLR: A Narrowbody Built for Long Distances

The year 2024 ends with a new surprise—the Airbus A321XLR in service with Iberia. Its long-range version of the Airbus A321neo—proposing to be the finest successor to the 757-200. The fact is that 757 wasn’t originally intended to operate long and thin routes over the oceans, but with no modern narrowbody aircraft, its capabilities were limited.

Although the 757 achieves long-range capabilities with a powerful engine, utilising a large wing, and being rated for a high Maximum Takeoff Weight. It’s all because of the primarily designed low-field performance. On the other side, the A321XLR ensures its range within efficiency, a bump in MTOW. 

So far, the A321XLR is advertised to have a range of 4,700 NM (8,700 KM), which is significantly more than that of the Boeing 757-200. Meanwhile, airlines have already ordered over 500 examples, including those of US carriers, such as American Airlines and United. It is even popular in European Airlines, as relatively little money has been allocated for XLR.

What’s the Strategy Behind the A321XLR’s Route Map?

The A321XLR is designed to replace 757-200s used on long-range routes. However, the number exceeds—that’s currently in passenger service. However, the world of 2025—that’s different from that of the Boeing 1990s or the 2000s or even its common across the Atlantic—2010s. 

Since its introduction, several airlines have ordered the A321XLR, which has yet to enter service. The carrier—Iberia, an A321XLR operator, retired its 757s in 2006. However, the aircraft are old and fuel-thirsty, due to the economics of long and thin routes. It’s not only an efficient fleet but also the commonality of existing A320 jet options.

Why the A321neo is a Favourite Among Global Airlines

So far, the 757-200s produced are still equipped with what many reliable aircraft are. It’s all because many are replaced, and most modern replacements are added, as the standard Airbus A321neo is replacing the 757-200. While the 757 is most famous for its performance and long-range credentials, the majority were used on short-haul routes. 

With its new emergency exit configuration, the A321neo essentially seats the same number of passengers as an equivalently configured 757-200. On routes where the 757’s extra range isn’t needed, there’s little benefit to retaining it versus acquiring new A321neos. While the 757 does have a field performance advantage, most airports are not challenging enough to warrant a fleet of 757s.

With its incredible fuel efficiency, an argument can even be made that the A321neo can effectively replace the 757-300. While the Boeing 757-300 is much larger, its other selling point was that it offered some of the best per-seat economics of any airliner in its day. Today, it’s the A321neo that offers the best per-seat economics of any plane in production, and given that this was part of the appeal of the 757-300, the smaller Airbus will be an appealing option to replace the flying pencils. 

Boeing’s Response to the Mid-Market Demand

When the 757’s production ended in 2004, Boeing proposed the 737-900 as a replacement. Unfortunately, this variant was smaller, less economical, and less capable than the competing Airbus A321. The 737-900ER added range, but it still had worse per-seat fuel burn, and this dynamic continued with the 737 MAX 9. But all that resolved with 737 MAX 10—no matter remained smaller than A321neo or the 757-200 Boeing. It’s among the lowest per-seat costs in the narrowbody market.

Today, Delta Air Lines is one of the world’s largest carriers, operating 757 aircraft, but it doesn’t fly the same fleet to Europe. Meanwhile, it doesn’t have outstanding orders for over 80 A321neo but ordered 100 Boeing 737 MAX 10, complementing the A321neos.

Airbus A321 vs Boeing 757: The Modern-Day Successor

The early 1990s saw the Airbus A321-200 emerge as a viable alternative to the Boeing 757 for passengers. So far, it isn’t capable in that way, but it is still economical. These fleets are mainly operated by US airlines, with A321S over the peak in many parts of the world.

However, in 2004, the production of 757 ended as the A321 had grown beyond its capabilities. It’s the result of finding love in the United States. However, the development of the newest A321neo is not particularly fuel-efficient, but it is precise in performance. There are now very few routes flown by 757s that the A321neo cannot operate, and the A321XLR will soon take over these routes.

Another notable change is that the A321neo has the new “Airbus Cabin Flex” exit configuration. It’s within the layout, which was first launched in 2018. This not only increases usable floor space but also adds flexibility for airlines to offer premium cabins of varying sizes without being constrained by an exit door.

Airbus Steps In: The Jet Taking Over for the Boeing 757

The days when the Airbus A321-200 was introduced—the days of the Boeing 757 were remembered. However, going back into the 1990s, many airlines fully utilised the capabilities of the 757-200. Meanwhile, the time flows. The A321 evolved to become more capable and able to fully replicate all of the 757’s features and performance.

Short-haul flying with the A321 is quite economical. It’s even precise and efficient to have good capabilities. However, A321LR is equipped with three auxiliary tanks for extreme range. With that, Boeing ordered 757s with short-haul routes, including 737 MAX 10—that’s certainly more competent. The only issue is that the newest 737 model, the 737 MAX 10, has not yet been certified for the market. Its delay is due to slightly over 1,200 orders, while the A321neo has over 7,000.