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Fitting a turbocharger into the Mustang proved impractical, and Allison was forced to use the only supercharger available. In spite of this, the Mustang's advanced aerodynamics showed to advantage, as the Mk I was about faster than contemporary P-40s using the same V-1710-39 (producing at , driving a diameter, three-blade Curtiss-Electric propeller).Gruenhagan 1980, pp. 178, 180–81. The Mk I was faster than the Spitfire Mk VC at and faster at , despite the British aircraft's more powerful engine (the Merlin 45, producing at .
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In April 1942, the Royal Air Force's Air Fighting Development Unit (AFDU) tested the Allison V-1710-engined Mustang at higher altitudes and found it wanting, but their commanding officer, Wing Commander Ian Campbell-Orde, was so impressed with its maneuverability and low-altitude speed that he invited Ronald Harker from Rolls-Royce's Flight Test establishment at Hucknall to fly it. It was quickly evident that performance, although exceptional up to 15,000 ft (4,572 m), was inadequate at higher altitudes. This deficiency was due largely to the single-stage supercharged Allison engine, which lacked power at higher altitudes. Still, the Mustang's advanced aerodynamics showed to advantage, as the Mustang Mk.I was about 30 mph (48 km/h) faster than contemporary Curtiss P-40 fighters using the same Allison powerplant. The Mustang Mk.I was 30 mph (48 km/h) faster than the Spitfire Mk VC at 5,000 ft (1,524 m) and 35 mph (56 km/h) faster at 15,000 ft (4,572 m), despite the latter having a significantly more powerful engine than the Mustang's Allison.
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