I'm sure they are cashing in on Boeing's troubles, along with the next generation 777 delays they are expecting. Airbus is playing a game of chess, and winning at the moment.
If there had to be a game of chess, there would be an A320.5. America guarantees security in Europe. There is competition, but Airbus won't push Boeing in a corner. It's half politics, half business. I assume in pure business Airbus would expand A320 manufacturing far more.
Airbus is winning at the moment with A350 vs B777-9X and with A321Neo. Boeing is winning with B787 vs A330Neo.
While not likely, I consider it possible that in three years A330Neo wins against B787 and B777-9X against A350. As always, it all depends on the engine.
A350 had first flight in 2013 and several MTOW increases since then. It would be a sad sign for Airbus if the A350 wouldn't beat the B777X for at least 3 years after the B777X enters service. That apart we don't know yet how the new GE engine will perform.
I don't think the problem of the A380 was too much capacity. It was too much capacity because CASM difference to smaller models wasn't good enough.
If the GE9X is good, the B777-9X will be fine.
And as seen somewhere prior (just remind the A380), again half of all B777X orders were done by one airline; Emirates.
Yes, that's something to think of.
A payload-range chart for the 316t MTOW A350-1000:https://www.airbus.com/content/dam/corp ... 0-1000.pdf
(go to 3-2-0, rougly 40% down in the PDF)
10.000km range with maximum structural payload (roughly 68t)
15.500 km with 366 passengers
So a MTOW increase is welcome for all flights longer than (10.000 km - reserves), even if MZFW remains the same.
The article in the OP mentions "...an A350-1000ULR that will be able to fly further, and heavier than the existing A350-900ULR"
That's not exactly hard data.