Expect this bird to break the 777-200ER's speed and distance record on it's delivery flight or in testing.
If Boeing could sell a the detanked 772LR for a bit less, airlines might buy it instead of the 772ER
37,500lbs of fuel in three aft cargo hold tanks are optional and airlines can already choose to buy them or not. Even without the optional additional fuel tankage the performance is such that it could carry the same payload, (actually a tiny bit more), than SQ
's A340-500's average now SIN
. That projected performance will most likely not only be validated but extended by 1-2%.
However, with impending models such as the proposed A350 on the way-- the 772ER may lose that advantage and thus require a detanked 772LR to compete on the higher end of that aircraft's former mission profile.
Given the proposed, or rumored, technology to be included in the A350 it's unlikely that the A350 will be able to provide significant or any operational cost savings at the payloads and longest ranges operated by the B market 777-200. 7E7-9 will have range beyond the A340-200 carrying a similar payload, with a 106,000lb lighter MTOW (that 106,000lb weight saving breaks down to about 35/65 % reduced OEW/reduced fuel respectively). I don't see Airbus being able to shave 100,000lbs+ off the MTOW of 772ER, including possibly 40-50,000lbs or more off the 772ER OEW and still be able to pull 70-100,000lb payloads over the poles as the Boeing does now on a routine basis. There is just not that kind of fuel/weight savings that can be gained with the technology. The B market 777 position is pretty safe for the forseeable future in my analysis, only to possibly be overtaken by its C market sibling.
Perhaps. Though, worth noting that the 772LR has two trump cards, one of which the A345 cannot replicate.
1) it can be utilized as an (expensive!) B-market aircraft offering more range/payload and less weight than the A345...
2) it can be offered as both pax or freighter
The biggest plus of the passenger C market 777-200 is that it will be able to carry full revenue payloads over greater ranges than the B market 772 and significantly higher payloads on the same routes that competitive aircraft now operate.
There are some 6,000-7,000nm Westbound routes flown by B market 777-200's that could more than triple the payload available for cargo if flown by C market 777-200's. That would represent a very substantial increase in revenue potential, like 15-20% increases in total revenues per segment.
The demonstration of the aircraft's projected performance will bring to light these advantages on a larger stage and orders will follow accordingly.