by full power you mean 3000rpm and max boost?
the pilot's notes for Spit IX with Merlin 61,63,66, 70 or 266 engine give this speeds
and Rick Volker former display pilot of the canadian haritage team spitfire gave this testimony
and another quote from Mr Feuilherade display pilot of the SAAF museum Spitfire:
Basically, the Spitfire has no vices, and it really is very pleasant and easy to fly. The controls are so light and powerful that it feels as though your hand is hardly moving on the stick if you throw the aircraft around. I am quite convinced that is why the Spit was so good in combat, as you can fly it to the limits all day without your arm getting tired. Even at speed, you can hold it in a max rate turn on the light buffet, with a gentle two-fingered pull in the stick. As a comparison, at the end of my instructor’s course in the SAAF, we practised aerobatics in a Harvard for a few days in a row, for the end-of-course aerobatics competition. After a few days my arm was sore! You think you are maintaining a pressure on the stick, but involuntarily, your arm relaxes. Remember this was also in a Harvard, which handled pretty well compared to most general aviation aircraft. This is one reason the Spitfire was considered effortless to fly. The "broken" stick (only the top part moves for roll control) also works well, as your arm is not moving all over the cockpit. With the clipped tips the roll rate is brilliant. My display routine involved a pass down the crowd line at about 300 feet AGL, where I would do a straight roll. With a ghost of an upward pitch, check, and stick hard over, she rolled rapidly through 360 degrees. Out front the nose stayed planted, rolling on the reference point with no yaw divergence.
I’ve mentioned the rudder earlier, but to add, it is extremely powerful indeed and requires very little use once she’s up and running. Both elevator and rudder trim are powerful and require small trim wheel movements to adjust. The rudder trim is a smaller wheel then the elevator trim wheel, which is slightly lower and further back.
The aircraft has very gentle stall characteristics, with no wing drop tendency. You get a nice buzz on the stick as you approach the stall, giving you plenty of warning, and enabling accurate holding of a turn on the buffet (i.e. max rate). The aircraft really does feel like a willing participant in the air and you instinctively know it will always give its best for you. I can now understand how pilots grew to love it so much. Being able to out-turn from under the guns of a -109 or FW 190, well, you sure will get to love an aeroplane like that! At low power settings the engine is actually remarkably quiet, but as you open the throttle into positive boost settings, there is a wonderful growling that starts coming from under the rudder pedals up front... "