And remember the far lower thrust/weight of the Jumos. In fact the Russians did improve the 004 (RD-10) by using more high-temp alloys. They produced the 004D and 004E as the RD-10A and RD-10F iirc. The German designs that the Russians used just weren't powerful enough for medium-heavy sing-engined fighters. And the SFC, even in the 003 never went much below 1.4 lb/lbf/hr, while the Derwent V was ~1.12 and the Nene ~1.09 iirc.
The Russians did fail to develop some of the more advanced German designs, ie 004H, 012, 018. The 004H probably being the most reasonable for them, as it was the simplest and smallest and borrowed heavilly from the 004 design (adapted to a 012 2-spool mechanism). Fuel consumption was realitively low (~1.2 lb/lbf/hr) and performance, size, and weight were comperable to early J35 engines.(only slightly heavier and more powerful than the early 3750 lbf J35s)
But honestly I don't think the 004A/B/C/D/E was superior overall to the Derwent V or Nene (or J33). It was somewhat superior to the W.2 and Derwent, as low frontal-area per thrust it was better, though, reliabillity SFC, engine life, and thrust/weight were all lower. Even with the Alloys used in the Derwent the 004B would still be overweight and had vibration problems. Granted the 004D/E solved much of this But by then there was the Derwent IV of 2,400+ lbf and Whittle's 2,500 lbf W.2/700. (folled shortly by the Derwent V) The Goblin had similar advantages. And even the large area can be mitagated (in outboard engines) by mid-mounting them in the wings (to provide clearance without taller landing gear) and with good nacelle streamlining. The Meteor III with Derwent Is and long nacelles was capable of 520 mph with similar weight to the 262 (~14,400 lbs) and, thus similar thrust/weight. And this is with an obsolete/unadvanced (thick wing and tail) airframe.
Then again, the advanced 1,800 lbf Metrovick F.2/1 engines lost to the (technically inferior) Welland engine due to complexity, servicabillity, and reliabillity issues. It later even produced over 2,000 lbf at similar dementions to the 004B, but with weight ~1000 lbs. The 3,000-4,000 lbf Metrovick F.2/4 later outperformed the Derwint V (and later marks) but still never saw use. (except in the Saro Flying-boat fighter) It had similar overall performance to the J34 engine. (though though the J34 was somewhat thinner at 25 in diameter)
The real advantages of centrifugal engines is when they are used in single-engined fusalage mountings. The Vampire Mk I did ~540 mph with a 2,700 lbf Goblin I with a thrust/weight of only ~.26, though speed dropped to 531 mph in the Mk III due to weight increase (thrust/weight dropped to .25) despite the thrust increase of the Goblin II. The Vampire Mk II (trials only) outpaced even the P-80A and He-162A with its 4,500 lbf Nene at 570 mph and a thrust/weight of ~.41! And at lower SFC than the early goblin marks.
The P-80 was faster than the 262 with similar load and power with its fusalage-mounted J33.(and despite some loss of thrust due to a long jet-pipe) and range was much better due to the lower SFC of the J33.
And centrifugal engines are still produced, developed, and used today, not just in turobprops/shafts but in honest to godness jets, albeit only in the lower thrust range (<3500 lbf)
The only Class I engine that was clearly superior in overall design, reliabillity, producabillity, aerodynamic efficiency, fuel efficiency, thrust/weight, and practicality all weighed together would be the HeS-30 (109-006). (and possibly the 003, though it prooved difficult to produce within the timeframe, and was complex in construction) The HeS-30 had similar thrust to its contemporaries (860-910 kp, 1894-2004 lbf, with 2,400+ expected at 500mph) it weiged only ~860 lbs (about the same as the W.2) and was very small at ~24.4 in diameter ~107 in long. It was also somewhat simpler than the 004 and 003 with only a 5-stage compressor and 10 flame-cans, though it did use veriable exhaust guide-vanes. It also had SFC along the same lines of the HeS-011 and later 003s (~1.3 lb/lbf/hr) The only thing that was more complex or advanced compared to its competitors was the compressor design. The blades of the compressor had an aerofoil shape that allowed the rotors alone to do about half of the compression, the stators doing the other half.(opposed to other designs having stators do most). Such "high activity" compressor stages allowed the same air-flow and compression as 10 standars axial stages. The engine was developing rapidly in late '41 and was catching-up to the 003 and 004. In fact it may have beaten the 004B to production, and certainly the 003. But at the time the RLM, despite admitting the excelence of the design, thought the 004 and 003 were so far ahead that they simply didn't need another class I engine and canceled the project (along with the HeS-8 109-001) in favor of development of the class-II HeS-011. A decision that would proove to ve ironic in another 2 years...
Can you immagine an Me 262 with about the same power but 1450 lbs lighter with smaller, lighter, more fuel-efficient engines! Roll rate would increase considerably, as well as acceleration, top-speed, and range. Spool-up time was also markedly better and it needed less material to build.
Or a He 162 with 25% more thrust (not counting overrev) that weighed 380 lbs less! Assuming load stayed the same, the thrust/weight would go from ~.28 to ~.35 with some added range too due to reduced load and drag!