Messerschmitt Me.155

In the Spring 1942 a requirement was made by the Reich's Air Ministry (RLM) for a carrier-based single-seat fighter to be based aboard the Graf Zeppelin aircraft carrier whose construction wasn't complete yet. In response, Messerschmitt proposed the Me.155 which, in interest of economy and simplicity, was going to use as many Bf.109G's components as possible, to the point that the project was basically a navalized version of the Bf.109G.
It was to be powered by the Daimler-Benz DB 605A-1 liquid-cooled engine which yielded 1455hp of power. The fuselage was the same as the Bf.109G but it featured an entirely new wing. The undercarriage retracted inwards into wing wells, providing the wider track required for safe carrier landings. It would also feature standard naval equipment such as folding wings, arrester gear and catapult spools. It was going to be armed with one 20mm MG 151 firing through the propeller hub plus two 20mm MG 151s and two 13mm MG 131 in the wings. It was going to have an estimated maximum speed of 649 km/h (403 mph).
Design details were complete by September 1942, however, as the Graf Zeppelin was still far from being completed, Messerschmitt was told to shelve the Me.155 for the indefinite future.
However, in order that all the work on the project would not go to waste, Messerschmitt adapted all the work in November 1942 to match a Luftwaffe's requirement for a fast single-seat bomber which could carry a single 1000 kg (2210 lb) SC1000 bomb. All of the carrier-related equipment was removed from the design and additional fuel tanks were provided. An elongated, non-retractable tailwheel was added to provide clearance for the large bomb and the proposal was named as Me.155A. However, the Luftwaffe rejected it.
By late 1942 the increasing number of USAAF raids, combined with intelligence reports about the threat of a new American bomber (the B-29) that could reach very high altitudes, lead to the Luftwaffe to conduct a research on a new high-altitude interceptor. Messerschmitt adapted the Me.155 design to meet this new requirement. The design was merged with an in-house study originally called Me.409 and later Bf.109ST and the project received the new name of Me.155B. This new project was going to be powered by a Daimler-Benz DB 628 which was basically a DB 605A with a two-stage mechanical supercharger with an induction cooler. A pressurized cabin was going to be provided and the service ceiling was estimated at 14094 m (46250 ft) high.
A modified Bf.109G adapted with the DB 628 engine flew for the first time in May 1942 and reached an altitude of 15500 m (50850 ft) high, however, the Technische Amt (RLM's technical department) concluded that the DB 603A with an exhaust-driven turbosupercharger was more promising as it provided 1610hp for takeoff and 1450hp at 15000 m (49210 ft) high. This engine change required the fuselage to be slightly elongated in order to house the turbosupercharger aft of the pressure cabin. Exhaust gases were carried to the turbosupercharger via external ducts. Air was drawn in via a ventral through aft of the wing. Standard Bf.109G wings were to be fitted outboard of a new long-span, untapered wing center section. Other parts were scavenged from other existing Messerschmitt designs - the vertical tail was from the Me.209 and the horizontal tail and the undercarriage were taken from the Bf.109G.
Apparently, there was a third version projected as well, the Me.155C, which was powered by a Junkers Jumo 213 engine.
In August 1943 the RLM realised that Messerschmitt was over-committed and transferred the design work to Blohm & Voss. The design team there concluded that Messerschmitt's design had too many flaws and therefore, a complete redesign was necessary.

Sources:
1. https://en.wikipedia.org/wiki/Blohm_%26_Voss_BV_155
2. Salamander Books - The Complete Book of Fighters
3. AJ Press - Monografie Lotnicze 44 - Messerchmitt Bf.109 Cz.3 (translated)
4. Midland Publishing - Luftwaffe Secret Projects - Fighters 1939-45