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During the development of the 737-900ER Hapag-Lloyd asked for an additional two row stretch beyond the -900ER plus retention of the -800 performance. With the addition of the additional exit we were able to raise the exit limit from 189 to a theoretical 215 pax. Aerodynamic changes and a thrust bump beyons the -B27 rating kept both the TO and landing performance equal to the -800. Stretching got into significant structural issues as did an increase in fan size which essentially opened up the entire airplane to reengineering and at that time (and probably still is) not worth it. In addition the A321NEO is now a much better replacement for the 757-200 which Boeing still has not addressed and can't with the 737. Furthermore, the 17.2 inch seat (especially with a really tight pitch new slimline seats notwithstanding) is no longer really acceptable to the public for flights of 3+ hours and the 737 competitors are moving to join AI with 18 in or larger seating. My vote is for a new family and to keep the current 737NG in production for those airlines that want to keep buying. Both Boeing and MDC erred in terminating production of the 737"Classic" and DC-8 too soon.
Even though the 737 is a popular smaller plane, there have been several skin eruption problems that may suggest possible design flaws. A newly designed, updated plane with a bit wider body would seem to be a good idea to me.
A better commercial option is to do NSA and 737 NG with improvements
All this assumes Boeing has a functional business model for design, manufacturing processes, and production. The 787 experience is a money loser in so many different ways. Boeing should fix the business model before jumping into a new program.
I don't care what choice Boeing makes, first they will need to create or re-establish a problem-solving culture that can plan competently, find good technical solutions to problems, manage all the work that needs to be done, and encourage on-going productivity improvements to get costs down to profitable levels.
Whatever choice Boeing is forced to make, Boeing needs to convince itself, the suppliers and customers that the next program will actually meet goals for performance, delivery and cost.
A total of seven votes so far, is a very small number, but since 5 of
those 7 votes are already for the All New Aircraft, the ANA appears
the way Boeing will and should go!
A re-engined 737, with all the other system improvements required
to be made, will cost too much to produce in comparison with the
gain in fuel-burn ONLY, while the ANA with an all composite
structure and a wider, if not a two-isle cabin, will be THE airplane
to compete effectively with the A320NEO family, with the potential
of again building a record-breaking air craft in that category!