page_title: Messerschmitt Bf 109 variants
section_title: Late-production G-6, G-14, G-14/AS
hierarchical_section_title: Messerschmitt Bf 109 variants / Bf 109G / Late Bf 109G models / Late-production G-6, G-14, G-14/AS
caption_attribution_description: Bf 109 G-14
context_page_description: Due to the Messerschmitt Bf 109's versatility and time in service with the German and foreign air forces, numerous variants were produced in Germany to serve for over eight years with the Luftwaffe. Additional variants were produced abroad totalling in 34,852 Bf 109s built.
context_section_description: Some versions of the G-6 and later Gs had a taller, wood-structure tail unit and redesigned rudder with an inset rudder balance protruding forward into the fin which improved stability at high speeds. The introduction of the WGr. 21 cm (8 in) under-wing mortar/rockets and the 30 mm (1.18 in) MK 108 cannon increased firepower. Certain production batches of the Bf 109G were fitted with aileron Flettner tabs to decrease stick forces at high speeds. A radio-navigational method, the Y-Verführung (Y-Guidance) was introduced with the FuG 16ZY.
  Subsequent Bf 109G versions were essentially modified versions of the basic G-6 airframe. Early in 1944, new engines with larger superchargers for improved high-altitude performance (DB 605AS), or with MW-50 water injection for improved low/medium-altitude performance (DB 605AM), or these two features combined (DB 605ASM) were introduced into the Bf 109 G-6. Maximum speed of the G-5/G-6 was 530 km/h (320 mph) at sea level, 640 km/h (391 mph) at 6,600 m (21,650 ft)-rated altitude at 1.42 atm boost.
  The G-14 arrived in July 1944 at the invasion front over France. It represented an attempt to create a standard type, incorporating many changes which had been introduced during production of the G-6, and which led to a plethora of variants, plaguing decentralized mass production. The standardization attempt proved to be a failure, but overall the type offered improved combat performance, as MW 50 power boosting water injection (increasing output to 1,800 PS (1,775 hp, 1,324 kW), the clear-view Erla Haube was now standard installation. Top speed was 568 km/h (353 mph) at sea level, and 665 km/h (413 mph) at 5 km (16,400 ft) altitude. A high-altitude fighter, designated G-14/AS was also produced with the DB 605ASM high-altitude engine. The ASM engine was built with a larger capacity supercharger, and had a higher rated altitude, and correspondingly the top speed of the G-14/AS was 560 km/h (348 mph) at sea level, and 680 km/h (422 mph) at 7.5 km (24,600 ft) altitude.
  There was increasing tendency to use plywood on some less vital parts e.g. on a taller fin/rudder unit, pilot seat or instrument panel. A cautious estimate based on the available records suggest that about 5,500 G-14s and G-14/AS were built.
  The following variants of the G-14 were produced:
  G-14 (Fighter; standardized late-production G-6; DB 605AM engine, MW 50 boost)
  G-14/AS (High-altitude fighter with DB 605ASM engine, MW 50 boost)
  G-14/ASy (High-altitude command fighter)
  G-14y (command fighter)
  G-14/U4 (As G-14, but with 30 mm/1.18 in MK 108 Motorkanone engine cannon)
caption: Bf 109 G-14.
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