Both are stretched derivatives of the Global 6000 with a new transonic wing.
They are powered by the new General Electric Passport 20 16,500 lbf (73 kN) thrust engine with reduced NOx emissions and 8% better fuel efficiency than the Global Express XRS, allowing a Mach 0.90 high-speed cruise.
As part of its effort to make the long-range aircraft comfortable for the passengers, Bombardier developed a new ergonomic passenger seat, called the Nuage.
The seat design took seven years to complete.

Airbus-owned Stelia supplies the main fuselage.

The new, larger and lower-drag wing is optimized for Mach 0.85 with a 35.3° quarter chord wing sweep, a thinner thickness-to-chord ratio, leaner flap track fairings, improved lift-to-drag performance, more efficient winglets and up to 30% better low-speed lift due to double-slotted, inboard Fowler flaps.

The new fly-by-wire flight controls with active load alleviation and the flexible, relatively highly loaded wing damps turbulence.

The metal airframe uses aluminium–lithium alloys to save weight.

It shares with older Globals its fuselage diameter but thinner frames increase cabin width and height by 1 in (25 mm), the 300 sq in (19 dm²) cabin windows are 80% larger, the nose cowl is recontoured, and the aft fuselage and empennage are new.

Basic inspection intervals are 850 hours or 36 months, C checks are every 12 years or 8,500 cycles and the economic life reach 17,000 cycles before life extension through intensive maintenance.
Both are stretched derivatives of the Global 6000 with a new transonic wing. They are powered by the new General Electric Passport 20 16,500 lbf (73 kN) thrust engine with reduced NOx emissions and 8% better fuel efficiency than the Global Express XRS, allowing a Mach 0.90 high-speed cruise. As part of its effort to make the long-range aircraft comfortable for the passengers, Bombardier developed a new ergonomic passenger seat, called the Nuage. The seat design took seven years to complete.
Airbus-owned Stelia supplies the main fuselage.
The new, larger and lower-drag wing is optimized for Mach 0.85 with a 35.3° quarter chord wing sweep, a thinner thickness-to-chord ratio, leaner flap track fairings, improved lift-to-drag performance, more efficient winglets and up to 30% better low-speed lift due to double-slotted, inboard Fowler flaps.
The new fly-by-wire flight controls with active load alleviation and the flexible, relatively highly loaded wing damps turbulence.
The metal airframe uses aluminium–lithium alloys to save weight.
It shares with older Globals its fuselage diameter but thinner frames increase cabin width and height by 1 in (25 mm), the 300 sq in (19 dm²) cabin windows are 80% larger, the nose cowl is recontoured, and the aft fuselage and empennage are new.
Basic inspection intervals are 850 hours or 36 months, C checks are every 12 years or 8,500 cycles and the economic life reach 17,000 cycles before life extension through intensive maintenance.
Bombardier Global 7500