I can't remember the source, but I do remember reading that the Derwets were supposed to be putting out 2,200 lbs thrust initially, but were 'de-tuned' by about 10%, because of some operational concerns.
The Meteor, while admittedly having a thickish wing section, was still very fast. The Mk. III could do 495 mph. The wing did provide very good slow speed handling and turn performance, perhaps at the expense of top end speed.
The Meteor really only hit its stride with the development of the F4, from July 1945. The first, and most obvious, improvement was fitting the Derwent V. The Derwents I-IV made between 2,000 and 2450 lbs thrust. The Derwent V was something different. It was smaller and lighter than its older brothers, but it was also more fuel efficient and put out 3400 lbs thrust (a 70% improvement over the Derwent I
).
Concurrent with the Derwewnt V installation, a number of other important cahnges were made. Firstly, new nacells were wider and longer, and tested with Derwent I/IIs fitted, they improved both speed and handling and removed the need for the large amounts of ballast sitting in the Meteor. The new Derwents and larger nacells also cured most, but not all, of the high speed issues. It actually wasn't until Gloster fitted a revised tail sction to the F.8 in the late 1940s that these completely disappeared.
Clipping the wings improved speed and roll and also stopped the designers worries about wing stress, so that the control imitations were resciinded. In 1945 a F.4 prototype did 606 mph, so the wing couldn't of been that bad at near supersonic speeds. Later F.4s went up to 616 mph