Just to add a couple of things:
The current training guidance (so I'm told) is to set CH hot on downwind and then set back to cold on final. This thinking is based on the assumption that for CH to be effective, the engine must inducting (revving) to a greater degree. CH with an idling engine is not very effective (so the CAA say).
The discussion thus far seems to be centre on responding to training drills where you know when you are going to go around. The reality is that the need to go-around can be extremely sudden and unexpected. For me it is power, then drag flap, then CH cold. At the very worst I slow the rate of descent immediately.
I have never heard an engine cough and splutter because of CH, only because the power is applied too suddenly regardless of CH setting.