@EXWOK
There was a certification requirement for descent time from FL600 down to FL100 if I recall correctly. Can't remember the value though. In flight reverse was developed to trim some fraction of a minute off the time to get inside the requirement
@ a_q
Not sure what you mean by a "leaky" intake. At about 2.2M the first shock would hit the intake lower lip and from that point on the total intake mass flow was frozen. Increased engine mass flow could only be obtained by reducing bleed flow and that gave higher engine face flow distortions driving the engine towards surge and lower intake recovery. So engine mass flow was effectively fixed also.
Then the amount of "dry" fuel which could be added was limited because the higher Mach number increased the engine entry temperature but the maximum turbine entry temperature was fixed.
You could add thrust by using reheat, but you would not get as much as you would like because the final nozzle, being designed for 2.0M would be too small for optimum efficiency at higher Mach numbers.
Overall, IIRC we got to 2.23M in flight test. If you pushed me I would say it might be possible with reheat etc to get to 2.25 or 2.26M, but it would be a blind guess!