For what it's worth, I did my PPL in the UK in the early 80's, and that was about the time spinning became optional, as there were too many aircraft about that were not certified. We did a couple, and my ( now more vague) memories were of a not altogether pleasant experience, as we were in Rallye 110, which apparently was a pig to get into the spin, and fell out again most times with no inputs at all. All I can remember of the demonstration, and I wasn't expected to fly them, was that it was vey disorienting indeed.
The comments about spin awareness are very relevant, and if its taught properly initially, subsequent instructors or examiners will have problems getting the candidate to demonstate a "full" stall, as there is every chance that recovery action will be taken too soon.
The comments about what the aircraft can or can not do, especially in the hands of the inexperienced pilot, is very relevant, only a few days after I got my PPL, and the day I was taking the family up, another pilot killed himself and 3 others in a Rallye, it hit the ground very hard, and there was more than a suspicion at the time that one of the wings was not attached at that time.
Certainly I know from subsequent experience, the handling and performance of many aircraft, even light twins, is VERY different 2 up to (say) 4 or 6 up. I was lucky, when I did my twin rating, the instructor insisted on doing one trip with a full load mix of pax & fuel, and it was for sure an eyeopener.
My opinion, for what it's worth, is that the best way forward is to make VERY sure that the student is completely aware and responding very positively to stall spin awareness, in configurations that represent the manner in which they are likely to operate the aircraft once training is complete, even if that means a bit more time is spent on the exercise. That way, there's a better chance that if something unforseen happens, they are at least better prepared.