There was an article by Lt. Col. Fred "Spanky" Clifton who said that the P&W engines were rubbish, they flamed out if you tried to go vertical, the GE was a better engine.
Accelerating straight up? That's a myth. First off, the old coal-burning Pratt F100-100 proved troublesome. When the throttles were pushed into afterburner you weren't 100% sure if the flame would come out of the back end or the front end. Sometimes, it came out of both ends. I've flown a twin-engine glider, meaning that both engines, while still operating but producing no thrust, as they had stalled.
Wikipedia ( https://en.wikipedia.org/wiki/Grumman_F ... _structure
) has some pretty stark commentary on PW vs GE on F-14:
The F-14 was initially equipped with two Pratt & Whitney TF30 (or JTF10A) augmented turbofan engines, each rated at 20,900 lb (93 kN) of thrust, which enabled the aircraft to attain a maximum speed of Mach 2.34.
The performance of the TF30 engine became an object of criticism. John Lehman, Secretary of the Navy in the 1980s, told the U.S. Congress that the TF30/F-14 combination was "probably the worst engine/airframe mismatch we have had in years" and that the TF30 was "a terrible engine"; 28% of all F-14 accidents were attributed to the engine. A high frequency of turbine blade failures led to the reinforcement of the entire engine bay to limit damage from such failures. The engines also had proved to be extremely prone to compressor stalls, which could easily result in loss of control, severe yaw oscillations, and could lead to an unrecoverable flat spin. At specific altitudes, exhaust produced by missile launches could cause an engine compressor stall. This led to the development of a bleed system that temporarily blocks the frontal intake ramp and reduces engine power during missile launch. With the TF30, the F-14's overall thrust-to-weight ratio at maximum takeoff weight is around 0.56, considerably less than the F-15A's ratio of 0.85; when fitted with the General Electric F110 engine, an improved thrust-to-weight ratio of 0.73 at maximum weight and 0.88 at normal takeoff weight was achieved. Despite having large differences in thrust, the F-14A, F-14B, and later F-14D with the newer GE F-110 engines were rated at the same top speed.
GE 110 was basically 20 years newer technology but still the PW TF30 really held back the F-14.
The Navy originally could have moved a bit forward and used the PW F100 that went on to F-15 but chose to go with the "proven" tech and in the end it really held back the F-14.
The GE 110 had the same core technology designed for the B-1 that ended up being the core of the CFM-56. Needless to say it was a great advance.