Not an engine aero guy, but as I recall stall margin and performance were at the opposite end the engine aero-design spectrum. If you sought absolute optimum performance (thrust, sfc, etc), you got it at the expense of stall margin, and the engine would not tolerate inlet flow perturbations, or undisciplined throttle movements.
Go for stall margin (aka resistance to compressor stall), and the thrust and sfc were less than optimum for the engine frame size. Seem to recall reading that the TF-30 used in the F-14A were worked very hard for engine performance optimization, the result being that the pilots had to "fly the engine" to avoid compressor stalls and the resulting negative effect on airplane performance.
The Russians on the other hand, wouldn't or weren't capable of optimizing engine performance, with the result being all kinds of surge margin and the ability to do some of the amazing air show maneuvers that were (and maybe still are) their hallmark.
I suspect that advancements in FADECs and aero component desighn have allowed Western gas turbines to retain their advantages in thrust and sfc. AND retain adequate surge margin.