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 including switching to an engine with higher thrust, introducing automatic braking, better aerodynamic design, being able to carry more fuel and having a longer cruising range. These new designs became 737-200 Adv(Advanced), which started its customer service for ANA and was put into service on May 20, 1971. Boeing also provides passenger and cargo conversion type 737-200C, which can be converted into passenger planes or cargo planes, and 737-200QC(Quick Change, meaning "quick change") can be quickly converted. The last 737-200 was delivered to Xiamen Airlines in August, 1988 (at that time, it was painted by China Civil Aviation, which was later China International Aviation). At present, most 737-200 aircraft are in service in second-and third-class airlines and developing countries. Due to high fuel consumption, noise problems (although most JT8D engines have been equipped with noise reduction devices) and relatively rising maintenance costs, these aircraft are gradually eliminated.

The second generation 737(737 Classic) 737-300 was developed in 1981, with a standard passenger capacity of 128, and the first customers were American Airlines and Southwest Airlines. The production line of -300 didn't end until 1999, and the last 737-300 was delivered to Air New Zealand on December 17th, 1999, which was also the last second-generation 737. At present, some 737-300 s are converted into cargo planes.

737-400 is an extended model of 737-300, which was developed in 1985, mainly to meet the needs of charter aviation services. Piedmont Airlines is the initial customer of this model. It ordered 25 aircraft in 1986, and the first aircraft was put into service in 1988. The last 737-400 was delivered to Czech Airlines in 1998.
The 737-500 was developed in 1987, made its first flight on June 30, 1989, and was delivered to Southwest Airlines in 1990 and put into service. Although the fuselage is only 0.5 meters longer than the 737-200, it has a long cruising range, and this model is also a direct replacement model of the 737-200, which can carry up to 132 people. Some Russian airlines (such as S7 Airlines and Nordstrom) use 737-500 to replace the old Soviet-made passenger planes. The last 737-500 was delivered to All Nippon Airways on July 26th, 1999. The replacement model of 737-500 is 737-600, but the output of the latter is less than that of the former.
The third generation 737(737 new generation) 737-600 is a direct replacement model of 737-500, and it is also intended to replace the obsolete DC-9. SAS ordered this model in 1995 and became a start-up customer. The first one was delivered on September 18th, 1998. The 737-600 is the only B737 model in production at present without optional winglet. WestJet Airlines had intended to be a startup customer of 737-600 with winglets, but this idea was cancelled in 2006. The direct competitors of 737-600 are Airbus A318, Embraer 195, Su Huoyi -100 and Airbus A220, but in the end, there were no new orders after 2006 because they lost to Embraer 195 and Airbus A220. Finally, they officially stopped production in 2012, with a total output of only 69 aircraft.
737-700 is the first model of the new generation 737NG. Based on 737-300, the customer was Southwest Airlines, which was ordered in November 1993 and put into service in 1998. In addition to replacing the old 737-300, it also directly competes with Airbus A319. This model can carry 126 people in two-level configuration and 149 people in a single seat. On January 31st, 2006, Boeing started to develop the 737-700ER, with ANA as the first customer. On February 16th, 2007, it received the aircraft and put it into service. The 737-700ER combines the fuselage of -700 and the landing gear of -800, with a standard range of 5,510 nautical miles. It is the longest model in the 737 series, and its competitor is Airbus A319LR.
737-800 is an extended version of the fuselage of 737-700, and it is also the second passenger plane with double escape doors in the 737 series. It is the successor of the next generation aircraft to directly replace 737-400, and at the same time, it makes up for the vacancy left by the discontinuation of MD-80/90. The first customer was HerBeurotte Airlines, which was ordered in 1994 and put into service in 1998. 737-800 can carry 162 people under the configuration of two-class engine room; If all seats are economy class, the capacity can reach 189 people. Like the 737-400, an escape door is added on each side of the wing, and its direct competitor is Airbus A320. Many American airlines bought 737-800 to replace the old Boeing 727 and MD-80/90.
737-900 is the longest fuselage model of 737NG, and it is also the largest thrust in the 737 family. The startup customer is Alaska Airlines, which was ordered in 1997 and received the first 737-900 on May 15th, 2001. However, due to the insufficient number of doors of 737-900, it can not meet the regulatory requirements of the FAA, so the passenger capacity is limited to 189 people. Since Alaska Airlines started ordering, only 54 737-900 aircraft have been built. So Boeing launched a new 737-900X plan, which is now 737-900ER.
The 737-900ER not only directly replaces the 737-900, but also replaces the discontinued 757-200, and directly challenges the Airbus A321. The 737-900ER has added a pair of doors and an extra fuel tank and winglet to increase the cruising range to 3,200 nautical miles. The pressure wall at the rear of the fuselage is made flat to increase the passenger capacity. This model can carry 180 people in two-level configuration, and if all seats are economy seats, the capacity can reach 215 people. The first 737-900ER was delivered on August 8, 2006. The first airline to order 737-900ER was Indonesian Lion Air, which received it on April 27, 2007.
The fourth generation of 737 (737MAX) In 2011, Boeing announced the Boeing 737max plan. Boeing will provide three basic models, 737MAX 7, 737MAX 8 and 737MAX9, which will replace 737-400, 737-800 and 737-900ER respectively, and release two brand-new models, 737MAX 200 and 737MAX 10. The main changes are the CFM International LEAP-1B engine with the same design as Boeing 787, the fly-by-wire control technology for spoiler and the extension of nose landing gear.
In 2017, with the release of 737MAX, Boeing also officially announced 737BBJ MAX. At present, the 737BBJ MAX series includes the following two models: BBJ MAX8: directly replacing BBJ2. BBJ MAX9: Direct substitution for BBJ3.