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The Junkers Motorenwerke at Dessau had a pressurizing chamber to simulate working conditions in any altitude up to 10.000 m. According to tests with Jumo-004 A0 and -004 B2 the high altitude behavior of the jets was somehow worrisome. This lead to the development of twin jet needles for better high altitude behavior in the Jumo-004 E0, which was bench tested in jan./feb. 1945 (also with afterburner) for repeated 100 hours runs (with and without reheat). Thrust was increased to 1000 Kp dry and slightly over 1200 Kp with reheat. I don´t know if any Me-262 have ever been equipped with -004 E, but I doubt it. (had it been done, the Me-262 A top speed would increase to somwhere around 565-575 mp/h and the trhust to weight ratio would be around 0.37 instead of 0.28 8)) The -004 E was to be entered into serial production in march´45, a few specimen have been captured at the Dessau and Berlin plants by red army forces. The -004 E entered mass production as the RD-10 F in the SU.
I should add that the Me-262 does accelerate slowly, just as slowly as the P-80 ( a little better) or Meteor MK-III (a little worser) do.
It was the surplus in thrust of the Dervent-V driven MK-IV, which made the difference: more than twice as much thrust gave a considerable acceleration advantage.
Beside of these planes, the Bell P-59, He-280 and (to a lower degree) the He-162 have better acceleration than the Me-262.
A Meteor MK-IV is also faster than a Me-262.
If you compare MK-III with Me-262, the Messerschmidt wins in speed, while acceleration is about the same or slightly superior. I wonder why so many think the Meteor III accelerates better than the Me-262 A, it cannot do with Dervent-I.