The Boeing 777-300ER is the better aircraft by almost every modern measure. It flies slightly farther (about 7,370 nm vs 7,260 nm), does it on two engines instead of four, and burns roughly 20% less fuel than the 747-400. That is why it replaced the jumbo at airlines like British Airways, Singapore Airlines and Cathay Pacific.
The 747-400 still wins on size and soul. It seats about 416 passengers in three classes versus about 365 on the 777-300ER, and it has the famous upper deck. But it is nearly gone: only about 20 passenger 747-400s were still airworthy in early 2026, and Lufthansa, its largest operator, retires its last ones in 2027.
In short, pick the 777-300ER for efficiency and the odds of actually flying on one. Pick the 747-400 if you want to ride a piece of aviation history before it disappears.
Below, we compare the two jets on capacity, range, fuel burn, speed, size, cabin experience and who still flies them.
777-300ER vs 747-400 specs at a glance
| Spec | Boeing 777-300ER | Boeing 747-400 |
|---|---|---|
| Engines | 2 × GE90-115B (115,300 lbf each) | 4 × PW4000, GE CF6-80C2 or RR RB211-524 |
| Typical seats (3-class) | ~365 | ~416 |
| Typical seats (2-class) | ~396 | ~524 |
| Max seats (1-class) | 550 | 660 |
| Range | 7,370 nm (13,650 km) | 7,260 nm (13,450 km) |
| Cruise speed | Mach 0.84 | Mach 0.85 |
| Length | 73.9 m (242 ft 4 in) | 70.7 m (231 ft 10 in) |
| Wingspan | 64.8 m (212 ft 7 in) | 64.4 m (211 ft 5 in) |
| Max takeoff weight | 351,500 kg (775,000 lb) | up to 396,900 kg (875,000 lb) |
| Fuel capacity | ~47,900 US gal | ~57,300 US gal (with tail tank) |
| Flight deck crew | 2 | 2 |
| First flight / entry into service | 2003 / 2004 | 1988 / 1989 |
| Production | Ended 2024, ~833 delivered | Ended 2005 (passenger), 442 passenger -400s built |
Head-to-head: how the two jets compare
Capacity: the 747-400 carries more people
The 747-400 wins on raw size. In a typical three-class layout it seats about 416 passengers, roughly 50 more than the 777-300ER’s 365. In high-density single-class layouts the gap widens to 660 versus 550.
The reason is the upper deck. The 747’s hump adds a second passenger cabin that the single-deck 777 can’t match. Airlines often used it for business class or a private first-class lounge.
Winner: 747-400.
Range: nearly a tie, with a slight edge to the 777-300ER
The 777-300ER is rated at about 7,370 nm, against about 7,260 nm for the standard 747-400. In practice both can link almost any two major cities, such as New York–Hong Kong or Sydney–Los Angeles.
The longer-range 747-400ER (about 7,585 nm) closes the gap, but few were built for passenger service.
Winner: 777-300ER, narrowly.
Fuel efficiency and running costs: the 777-300ER, decisively
This is the category that decided the fight. The 777 is commonly cited as about 20% more fuel-efficient than the 747-400. Two engines also mean half the engine maintenance, fewer spare parts and simpler crew training.
The 777-300ER’s GE90-115B engines are among the most powerful jet engines ever built, so two of them do the work of the 747’s four. With jet fuel one of an airline’s biggest costs, the twin made the quad-jet hard to justify on most routes.
Winner: 777-300ER.
Speed: the 747-400 is a touch faster
The 747-400 typically cruises around Mach 0.85, slightly quicker than the 777-300ER at about Mach 0.84. On a 12-hour flight that saves only a few minutes, so passengers will rarely notice.
Winner: 747-400, barely.
Size and weight: longer 777, heavier 747
The 777-300ER is actually the longer aircraft, at 73.9 m versus 70.7 m. Their wingspans are almost identical at about 64 m.
The 747-400 is much heavier, with a maximum takeoff weight up to about 875,000 lb versus 775,000 lb. It also holds about 20% more fuel, which it needs to feed four engines.
Winner: depends on the measure. The 777 is longer; the 747 is bigger and heavier.
Passenger experience: newer cabins vs the upper deck
For most travelers, the airline’s seat and service matter more than the airframe. Even so, there are real differences.
- 777-300ER: a newer design with larger windows, generally quieter engines and more airlines installing modern business-class suites. The downside is that many carriers fit 10-abreast economy, which feels tight.
- 747-400: the upper deck is a cozy, quiet cabin, and the nose section on some airlines offers a rare front-row view. But most remaining 747-400 cabins are old, and Lufthansa is not fitting its new Allegris seats to them.
Winner: 777-300ER for comfort, 747-400 for character.
Production and future: one jet still has a long life ahead
Boeing delivered its final passenger 777-300ER in 2024 after about 833 deliveries, making it one of the best-selling widebodies ever. Hundreds remain in service and will keep flying well into the 2030s until the 777-9 arrives.
The last passenger 747-400 was delivered in 2005. Its passenger career is now ending, although hundreds of 747 freighters keep flying.
Winner: 777-300ER.
Who still flies them in 2026
777-300ER: everywhere
The 777-300ER is the long-haul workhorse of dozens of airlines. Emirates flies the largest fleet, with well over 130 aircraft. Other major operators include Qatar Airways, Singapore Airlines, Cathay Pacific, Air France, Korean Air, Turkish Airlines and United. If you fly long-haul often, you have probably flown one.
747-400: a handful of airlines, and the clock is ticking
Finding a passenger 747-400 is now hard. The main scheduled operators are:
- Lufthansa: eight 747-400s from Frankfurt. Two leave service from October 2026, and the rest retire in 2027, with a planned farewell flight on Frankfurt–New York JFK.
- Rossiya (Aeroflot Group): a small fleet flying mostly Russian domestic routes, such as Moscow–Yuzhno-Sakhalinsk.
- A few smaller carriers: including Iran’s Mahan Air and Nigeria’s Max Air, plus charter operators such as Atlas Air.
Korean Air and Air China still fly passenger 747s, but those are the newer 747-8, not the -400.
Which one should you choose?
| If you are… | Choose | Why |
|---|---|---|
| A regular long-haul traveler | 777-300ER | Far more routes, newer cabins, and usually a quieter ride |
| An aviation enthusiast | 747-400 | Fewer than about 20 passenger examples remain; this is your last window |
| Chasing a premium-cabin trip on points | Either | The airline’s seat matters more; Lufthansa 747-400 first class is a classic redemption before 2027 |
| An airline planner | 777-300ER | Two engines, about 20% lower fuel burn and decades of support ahead |
Bottom line: the 777-300ER is the better airplane, and the 747-400 is the better story. If you want to fly the jumbo, book a Lufthansa 747-400 from Frankfurt before its 2027 retirement.
FAQ
Is the 777-300ER bigger than the 747-400?
It is longer, at 73.9 m versus 70.7 m, but the 747-400 is bigger overall. The 747 is heavier, holds more fuel and carries about 50 more passengers thanks to its upper deck.
Which is more fuel-efficient, the 777 or the 747?
The 777-300ER. It is commonly cited as about 20% more fuel-efficient than the 747-400, largely because it uses two large engines instead of four smaller ones.
Why did airlines replace the 747-400 with the 777-300ER?
Cost. The 777-300ER carries a similar load almost as far while burning less fuel and needing half the engine maintenance. Once it entered service in 2004, most airlines found the quad-jet hard to justify.
Which is faster, the 777-300ER or the 747-400?
The 747-400, slightly. It cruises around Mach 0.85 versus about Mach 0.84 for the 777-300ER, a difference of only a few minutes on most flights.
Can you still fly on a 747-400 in 2026?
Yes, but not for long. Lufthansa flies its last eight 747-400s from Frankfurt and retires them in 2027. Rossiya and a few smaller carriers also still operate the type.
Is the 777-300ER still being built?
No. Boeing delivered the last passenger 777-300ER in 2024. Its successor is the 777-9, with first deliveries expected around 2027.
Hi, I’m Bruno. I’ve worked in the aviation industry for over 6 years as a B1.1 Licensed Aircraft Maintenance Engineer. This blog is where I share insights on aviation and travel globally.