The disappointing performances of the I-210 showed that adapting a large radial engine to the narrow fuselage of MiG-3 wasn't so simple, but required a deep redesign.

On late 1942, works began on a new derivative powered by the improved M-82F engine, that in 1943 was renamed ASh-82F in homage to its designer Arkady Shvetsov . All the previous experiences on MiG-9 were taken into account, as well as the TsAGI recommandations. A great effort was made to reduce mass and drag.

In comparison with the MiG-9, the new aircraft featured:

the improved M-82F engine; redesigned and sealed engine cowling; oil radiators relocated on the wingroots; a new canopy, with good rearward visibility, but hinged laterally and quite similar to that of I-200 prototypes (not too beloved by pilots); two SkWAK 20 mm guns with 150 rounds each instead of the previous armament; a new undercarriage with smaller wheels; wings without slats; partially reshaped tail surfaces, with horizonal surfaces moved on higher position; bulletproof glasses both in front of and behind the pilot, internally to the canopy; 280 kg less weight than the MiG-9.

The first prototype was flown on February 24, 1943, by test pilot V.N. Savkin. It reached a top speed of 670 km/h at an altitude of 7100 m, and an altitude of 4,000 m in 4 minutes only. Manoeuvrability was not good. The photos of the prototype show no radio mast, slats, and the I-200 stile canopy; before putting this type into service, some modifies involving weight increase were likely.

For these reasons too, these excellent performance parameters were not sufficient to replace the LA-5FN which was already in production.
According to some sources, it looks that 10 aircrafts were built and operatively used; other sources say about one flying example, and 10 abandoned before completion.

Notes on painting:  all three photos of the prototype looks to show an AMT green on AMT light blue painting;  green paint appears slightly darker on wooden surfaces; six red stars on standard positions; the stars on fuselage and tail have a light outline, probably silver; the propeller blades are painted black with yellow tips on the rear face, and unpainted on the front face; the undercarriage legs, internal face of doors and wheel hubs looks silver.

During February 1943, OKB-155 studied the installation of the large 18 cylinders two-row air cooled M-90 engine, able of 2000 hp, developed by OKB-29.
Although the engine passed the tests, it was never put into production vor many reasons, particularly for the lack of available productive resources. So the works on this I-211 were stopped too.
During March 1944, OKB-155 studied the installation on I-211 of the U.S. engine Pratt&Whitney R-2800-63 and General Electric S-23 turbocompressor, both installed on the fighter Republic P-47 D-10RE "Thunderbolt" supplied by USA.
With a maximum power of 2250 hp, the aircraft should reach 740 km/h at 10,000 m altitude, and a ceiling of 14,500 m; the full loaded weight should be 3,800 kg.
On April 1944 project were presented to NKAP, but they never turned into a prototype.
 

	MiG-3  late	I-210	I-211
first flight	aug. 1941	early 1942	early 1943
built	about 2,000	5	10?
engine type	AM-35A	M-82	ASh-82F
power	1,200/1,350 hp	1,330/1,500 hp	1,700/1850 hp
Max speed with closed canopy	640 km/h at 7000 m	565 km/h at 6000 m	670 km/h at 7100 m
max speed at sea level	466 km/h	475 km/h	?
ceiling	12,000 m	8,700 m	11,300 m
climb to 5,000 m	7'07''	6'42''	4'
lenght	8,25 m	8,08 m	7,95 m
wingspan	10,2 m	10,2 m	10,2 m
wing area	17,6 sq.m	17,44 sq.m	17,44 sq.m
empty weight	2600 kg	2700 kg	2600 kg
gross w.	3350 kg	3400 kg	3100 kg
fuel (kg)	495 kg	360 kg	385 kg
fixed armament	1x12.7 mm UBS +  2x 7.62 mm ShKAS	3x12.7 mm UBS	2x 20 mm ShVAK
fall or launch armament	6x 82 mm rockets or 2x100 kg bombs or 4x25 kg bombs	6x 82 mm rockets or 2x100 kg bombs or 4x25 kg bombs	?

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