The 737-600 and -700 are the smaller members of Boeing's successful Next Generation 737-600/700/800/900 family. 

The 737's new wing has greater chord, span and wing area, while the tail surfaces are also larger. The 2,4 meter high winglets first developed for the Boeing Business Jet development are now offered as an option on the 737-700. Among the many changes, the Next Generation 737s feature more efficient CFM56-7B turbofans. The CFM56-7 combines the core of the CFM56-5 with the CFM56-3's low pressure compressor and a 1,55 m fan. And the 777 style EFIS flight deck with six flat panel LCDs which can present information as on the 777 or as on the 737-300/400/500 series, the latter allowing a common pilot type rating for the two 737 families. A HUD is optional.

 Boeing Business Jet

Boeing 737 BBJ - This 737-700 model airplane is equipped with a 737-800 landing gear configuration. This model is also equipped with auxiliary fuel tanks in the cargo compartment for additional range capability. Main cabin interiors to customer preference. Typical configuration includes a crew rest area, forward lounge, private suite with double bed and private bathroom facilities including shower, 12 first class sleeper seats at four abreast and 152 cm pitch, and rear galley and bathroom facilities. Alternatively rear cabin can seat 24 passengers at two abreast and feature a conference area or exercise gym, or up to 63 passengers at six abreast.

Boeing C-40A Clipper

The BBJ's airframe also forms the basis for the convertible passenger/freighter variant of the 700, the 737-700QC, which has been ordered by the US Navy as the C-40A Clipper (to replace the DC-9 based C-9B). The C-40 first flew on April 17, 2000. The naval aircraft can be converted to carry 121 passengers, or 3 pallets of cargo plus 70 passengers, or 8 pallets of cargo only. The 737-700C variant features a 3,35 x 2,13 m cargo door on the right side of the aircraft and cargo handling systems in the cabin and a strengthened floor. These aircraft are currently (2002) based at Naval Air Station Fort Worth, Texas (VR-59) and Naval Air Station Jacksonville, Florida (VR-58).

Project Wedge tail

The AEW&C system combines the new high-performance Boeing 737-700 increased gross weight (IGW) aircraft with the Northrop Grumman Multi-role Electronically Scanned Array (MESA) radar. Included in the platform are an advanced identification friend or foe (IFF) system; an expanded, passive surveillance system; a flexible, open-system architecture and a highly effective self-defense capability.

Using the latest sensor technology, Northrop Grumman’s 360-degree steer able beam MESA radar is able to track air and sea targets simultaneously and can help the operator track high-performance aircraft while continuously scanning the operational area. More than 1500 hours of wind tunnel testing have demonstrated the compatibility of the aircraft and the radar.

The Boeing team was awarded an Initial Design Activity contract by the Australian Defence Force in December 1997. As part of that contract, the team worked on a design solution to meet the Royal Australian Air Force (RAAF) requirements for an AEW&C system. In July 1999, the Boeing team was selected as the preferred contender for Project Wedge tail. A development and acquisition contract was signed in December 2000. It provides for four 737 AEW&C systems with options for up to three additional systems. The contract also provides for ground-based support segments for flight and mission crew training, a mission support segment and other system support facilities and spare parts. The first two aircraft are expected to be delivered to the Commonwealth of Australia in 2006.