In days of yore, Cessna 150's were fitted with Continental (Some built by Rolls Royce in Crewe) engines and Piper Cherokees were fitted with Lycoming engines. In the latter, the inlet manifolds from the carburettor were taken through the oil sump which kept them warm and reduced the chance of icing occurring at low throttle settings. I understand that the carburettor heat control is much more effective in these engines than it is in the old Continental designs. Because of this, only the occasional burst of hot air is required in these engines when, say, descending in the circuit to keep the inlet manifolds and carburettor completely ice free. If , however it is left in hot for the ensuing landing and this is turned into a go-around, the extremely hot air which is then directed into the engine, operating at go-around power can cause damage. With the continental engines, with slightly less efficient hot air systems, it is better to leave hot air to be applied for longer, particularly as the application of full hot air will not damage the engine on a go around - it will merely reduce the amount of power available - which can in itself cause a problem
With Cessna 152s and the later Lycoming engined 172s however the situation is different as these lycoming engined aircraft have a more efficient carburettor heat system, this carb heat should only be selected hot briefly during the approach and then selected cold again.
Please note that what I have said is not based on any reading of a flight manual which is always the final arbiter in the way an aircraft is handled.
P.P.