Oh ok, I looked it up more thoroughly, 2 or 3 were MAYBE built.
According to "The History of German Aviation: KURT TANK: FOCK-WULF'S DESIGNER AND TEST PILOT" by Wolfgang Wagner ©1998 Schiffer Publishing,
"A series of prototypes were made available for testing the new Fw 190A-9 series and its more powerful, improved BMW 801 engine. These included V34(410230, V 35(816, BMW 801TU), V36, V72(170727, BMW 801TS), V73(733705) and V74(733713). Work on these aircraft had been completed by September 1944. Neither the BMW 801TS, 801TU nor the 801TH were equipped with exhause turbochargers, as has often been erroneously assumed, but was initially planned to utilize the BMW 801F for the A-9, but this engine was not completed until the final days of the war--and even then only a single example was available. The TS, TU and TH engine were completely interchangeable with theand could be swapped with the BMW 801D. Performance had increased to 1470kw/2000hp for take off and ermgency power at 2700 rpm, 1.65 atas boost pressure at fuel consumption rate of 290g/hp/hr. The motor evidenced changes to the oil cooler, plus the armor for the cooler and oil tank had been increased to 10 and 6mm, respectively. The exhause system also now made use of single pipes."
"Production of the Fw 190A-9 was to have begun in Septemeber/October 1944. Two versions were planned: and A-9/R11 with the TS engine for all-weather combat and an A-9/R8, also with the TS, as a Sturm-jeager with thicker armor. It cannnot be determined with certainty wether the A-9 ever entered full scale production in any great numbers. According to Focke-Wulf documents, a specific deadline had been set for production to begin. In additiion to the previously mentioned conversion kits, it was also planned to have the airplane make use of the R1, R2, R3 and R12. However, RLM files covering actual production numbers make no mention of the A-9. It is just as likely that production was dropped in favor of the F-series, particularly since the anticipated BMW 801F never materialized and the BMW TS and Tu enginse were only delivered in small quanitities."
The BMW801TS/TU or TH wre deliberatly laid out as interim stages toward the planned 801F. The BMW 801TS caused many accidents in its early operational stages because the Kommandogeraet's servo valve often became stuck; as a result, the engine would not respond when throttle was applied on landing approach or during missed approaches. A provisiional solution to this aggravating tendency was the fitting of a so-called "primer" which the pilot could pull it such cases.
The single BMW 801F was installed in an aircraft during the last days of the war for testing purposes. It had been designed as a replacement for the 801D and attained an output of 1764 kw/2400hp.
