A320neo

I haven´t heard if this one has been certified yet, neither its certification sheet exist yet, but this is just a mater of time since this higher thrust rating would require the different FADEC Software and Data Storage Unit (Ratings Plug). No need for a new Bill of Material since the Maximum Continuous rating of the PW1133G-JM  engine is 99,0% of its Take-Off thrust rating. This 2,5 shaft geared turbofan has a great potential. Although larger in its external appearance mainly because of its 81 in fan, it is not designed for the 40 klb (+) thrust ratings as the RR RB211-535 or PW2000, intended for Boeing 757. My assessment is that this design is good enough for some 37-38 klb by increasing its FPR (fan pressure ratio), OPR (overall pressure ratio), CPR (compressor pressure ratio), TIT (turbine inlet temperature), EGT (exhaust gas temperature)... For more than that, quite different approach would be required and that: the redesigning of engine´s architecture or (and) core´s geometry. But this is the long story...
For A321n (LR), PW1100G engine will have more than enough thrust. We´ll see if the, already very hot, two-shaft CFM´s LEAP-1A (A320neo) and LEAP-1B (737 MAX) engines, especially if Boeing decide to go for MAX 10, will have it...

Nice regards

Mario
 

Interesting question about the Leap 1A  differences !

Let us have a look on the EASA TYPE-CERTIFICATE:


1) We have 10 models:     LEAP-1A23, LEAP-1A24, LEAP-1A24E1, LEAP-1A26,    LEAP-1A26E1,
                                    LEAP-1A30, LEAP-1A32, LEAP-1A33,    LEAP-1A33B2, LEAP-1A35A


2) LEAP-1A35A certified by EASA  on  20 November 2015  according to:       CAO Annex 16 Volume II, third edition, July 2008,
                                                                                                       including Amendment 7, 18/08/11, as applicable
                                                                                                       to turbofan engines. NOx Standard in accordance
                                                                                                       with CAEP/8.

    all other  certified by EASA on 20 November 2015 according to:               ICAO Annex 16 Volume II, third edition, July 2008,
                                                                                                       including Amendment 8, 14/7/14, as applicable to
                                                                                                       turbofan engines



3) Then we have for all 10 models two different engine part list references: M10G01 and  M10G02
 

So we have slightly different dimensions and 163kg difference in weight depending on engine part list reference no.
Airinsight.com   has  a good explanation for the weight difference between Leap-1A G01 and Leap-1A G02.



We have also the FAA certification  for the LEAP 1A, where we can find in note 5:

ENGINE MODEL CHARACTERISTICS  The models shown on this TCDS have the following general characteristics:

Most of those engine changes are in the software.

I read that there is none! For G02 parts of the nacelle in G01 is now part of the engine. No real difference (beside that CFM is now responsible for that part instead of Aircelle) and G02 is the production version.