Houve várias propostas para usar os mecanismos ocidentais nas novas versões do An-124:
- An-124-200: Versão proposta com motores General Electric CF6-80C2, cada um avaliado em 59.200 lbf (263 kN)
- An-124-210: Proposta conjunta com a Air Foyle para atender ao requisito de curto prazo para transporte aéreo estratégico (STSA) do Reino Unido, com motores Rolls-Royce RB211-524H-T, cada um avaliado em 264 kN e Honeywell aviônicos - STSA competição abandonada em agosto de 1999, reintegrada e vencida pelo Boeing C-17A.
Along with the modest improvements to the An-124 being considered for new production of the aircraft, the Antonov organization has also investigating a more ambitious cargolifter, an improved hybrid of the An-124 and An-225 called the "An-124-300". It would feature the fuselage of the An-124 and the extended wing of the An-225, kitted up with modern avionics and engines. Since more powerful engines are now available, only four would be needed instead of six. The cargo floor would be extended, and a palletized loading system would be installed. It would have a maximum range of 11,500 kilometers (7,145 miles) with a 100-tonne (110-ton) cargo. Development costs were cited as less than a billion USD.
Given that the relationship between Ukraine and Russia is antagonistic, the Antonov organization is very interested in "Westernizing" the An-124 and any follow-ons -- using Western avionics and systems at the very least, and possibly re-engining the aircraft with Western turbofans.