I'm not sure I'd be able to reconcile those numbers, but essentially:
The inlet converts the considerable dynamic pressure of its fairly small airflow to static pressure at the engine inlet face.
The engine turbomachinery is running barely above idle, limited (probably) to a safe compressor exit temperature.
The afterburner/augmenter/reheat is working like a ramjet, accelerating the flow to a high exit velocity; the core engine is excess baggage at this point.