On most Boeing aircraft, Max Go-Around is the same as Max Takeoff - and if you advance the thrust levers full forward, that's what you'll get (assuming you're in the TO altitude envelop). But there are a couple exceptions I know of.
On the 747 (-400 and -8), the FMC commanded Max Go-Around is less than TO (memory says it's Max Climb but I wouldn't swear to that). This is due to a specific case of doing a go-around with two engines out on the same side - Max Takeoff can cause you to run out of rudder. However if you advance the thrust lever full forward, Max TO is still available.
787 has some unusual logic that not only limits Max Go-Around, it can also limit Max Takeoff even with the lever full forward. I don't know details of the implementation, but apparently there are situations where if you're light and doing a big derate, if you lose an engine after V1, advancing the other throttle to Max TO can cause you to run out of rudder - and the same can happen during an engine out go-around. So the FMC and the FADEC work together to limit the max amount of thrust available in those situations.
When I heard about that 787 logic, it made me glad I didn't work that program - that sort of thing scares the crap out of me due to the potential failure modes... On all other Boeing installations - if you put the thrust levers full forward, you'll get (at least) the max rated thrust for those conditions - regardless of anything that might be wrong on the aircraft side (aside from fuel feed and thrust lever position of course).
Us propulsion types took grim satisfaction in the fact that the FADEC engines on Aero Peru worked perfectly as they floundered around with garbage air-data right up to point where they hit the water.