But the He-100D (actually He-113, the He-100D was a fictional propaganda set of technical specifications using the He-113 preproduction block photos, all the specs are fictional, the real He-113 specifications are projected figures as it was never service evaluated) wing panel radiators were unsuccesful in the prototypes and production series would've had the He-112 extendable radiators fitted. This was already evaluated against the 109 with the same engine (Jumo 210Ga) in Spain, it was found aside from injection issues in the Jumo, that during most of the flight regimé the radiator had to be extended and this cut speed and speed retension in manoeuvres much more than the 109. In fact they could only keep the radiator retracted for something like 3mins at high power settings. In cruise and climb the radiator had to be extended.
So most of the time the 109 is faster with the same engine, under a wide variety of conditions. The Heinkells are only faster in an all out war emergency sprint for about 3mins. One of Alfred Price's books talks about it as the true reason the design was passed over in favour of the 109. It is a myth that it was Nazi favouritism for Willy Messerschmitt, which is unsurprising as that never made any sense. It seems to be it was mostly to do with the Heinkell testing some novelties in an effort to surpass conventions, but the 109 was a solid workmanlike design that Germans tend to respect, it's performance was achieved rather simply by putting the most powerful available fighter engine in the lightest and most streamlined possible airframe, and tossing several guns in. It didn't really pioneer much, but was 100% very high quality components and equipment fit in the late-30s.
It was almost futuristic back then, but some of these other designs are well moreso. It was about pragmatism, someone already brought up production cost and ease of manufacture. You also have to think about your skilled workforce. In England for example most the aero industry was set up to continue making classic biplanes in fighters, bombers were getting the new innovations. The Hurricane used this to be successful despite a performance shortfall by using a very powerful engine in an airframe constructed using the skilled workforce in place. The Spitfire lagged in service because production to the same scale took longer to tool up for, and you had a much more limited workforce. A lot more training/retraining was involved, time consuming and expensive.
German aero industry was already being rebuilt from the ground up and in a position to use the latest construction techniques as a basis. German interwar fighters were unremarkable but helped create the all metal monocoqué industry, they served a purpose (eg. the He-51 was fabric covered but an all metal frame so created the skilled workforce for the 109, Russia by comparison had woodworkers so maximised wood in fighter construction throughout the war).
The thing is you'd be tossing all that advantage out the window by using experimental technologies like the trick Heinkell radiators in your main front line fighter. The Heinkell wasn't even useful for a backup fighter type probably for these pragmatic rationalé, Focke Wulf won it.
As for the OP, the Friedrich...geesh. Well it was very nicely updated as it was, full commitment and resource was given the project, specification was to increase performance, I really don't see how anyone could've done any better simply changing shoes. Those guys weren't amateurs.
The F-4 was how the basic type was supposed to be, but development was protracted and the front needed new types. The 601E wasn't ready until June, the original F-1 airframe broke at the tail and got grounded, which put service entry back six months and resulted in numbers of the Emil E-7Z being equipped to Channel Front squadrons in March I think. The MG151 wasn't ready, then when it finally was pilots complained about the calibre. Popularism is that the F-1 early series production were fitted with MGFF but I believe this is caused by Galland's custom personal mount, a preproduction series highly modified to carry MGFF both in the wings and through the hub, but MGFF had already proven to jam frequently as a motorgun. It is fairly likely the F-1 which were delivered either lacked a motorgun or it would be left routinely unarmed, it was instructed that they would be retrofitted with MG151 as soon as it became available around April I'm guessing.
GM-1 was fitted with 601N engines to a limited series of F-2 airframes (the Luft designation for these aircraft is actually F-4/Z but have N engine not E engine I believe), it has a larger diameter propeller, the oil cooler from an Emil 7/Z and went to the Med in 42. Used as local höhenstaffeln I think. But there was no MW50 standard kit ready for production until Jan44, each installation would have to be custom which is unrealistic in any significant numbers. Some He-111 and the like got MW30 kits in 42 but those were custom jobs for Fliegerkorps X and groups like that (to get torpedos off a short runway in Norway), I don't think it could've been readily adapted any quicker than historical.
But there are two suggestions I like. The erla and galland modifications to the hood or a blown canopy/raised seat. That's some smart thinking there guys.
How about increasing cockpit width with a G-6/AS style reshaping of the cockpit area rather than the cowling, or just give a smooth increase to the upper width of the whole frontal airframe to the pilot seat, I'm sure smartly done you'd only kill maybe 5-10km/h of your top speed and that'd be well worth it.