You're correct there. Peter. Mach 2 airflow, slowed to about 300kts at the engine face, and a great deal of energy extracted from slowing that air down converted directly into forward thrust - pressure recovery!
Above M1.3 the ramps were moved hydraulically by the intake computer (the only digital one on the aeroplane) to maintain the intake shocks in the right place. The combination of the intake shape, boundary layer diverter, and the computer control system and software that controls the ramps, is what the Russians (and the US with the B1 - read Ted's book) couldn't get right.
Above M1.7 the intakes were providing so much power that the afterburners could be switched off, and the aeroplane would continue to accelerate and climb to M2 at 60,000' in dry power. Only skin temps prevented higher speeds, and certification for dealing with the possibility of decompression of the cabin limited it to 60,000'.
What a fabulous aeroplane! I flew in it just once, but I did get the jump seat T/O to landing!