The La-7 always turned better than the Bf109F-4 even in AH1. Except, in AH1 it was very marginal, and incredibly harder to just plain outturn a F-4 in a La-7.
So it would usually come down to circumstances and energy situation, and depending on it it wasn't too hard for a F-4 to outturn a La-7.
However, the readjusted flight modelling of AH2 shows some very different characteristics of various planes at low speeds.
For instance, one of the most noticeable increases in maneuverability is associated with the US planes with flap use.
The stabilization due to flaps is so noticeably higher and effective than AH1, that I rarely have the galls to engage a P-51 in a Bf109G-10 toe to toe anymore. Most US planes can start using flaps at least 60~200mph IAS higher than other planes - and by the time the Bf109G-10 drops down very low speeds to use its own flaps the P-51 has already decisively outturned it.
In turn, the different characteristics have effected the 109s in a harsher way. Pulling high AoA near the verge of stall is very risky now and the plane is very much destabilized in the roll axis. Planes like the Typhoon, also seem to turn a bit worse than it used to in AH1.
Another surprising fact I've found out, was that outturning a N1K2-J in a SpitV wasn't so easy anymore. Ofcourse, my adversary was an experienced pilot, but experience or no, outturning N1K2s in SpitVs were never that hard.
The N1K2 doesn't seem to have changed much, but the SpitV isn't what it used to be in AH1. It pulls tight turns, but you can't dare to push hard rudder and go near verge of stall at the same time - the resulting stall would leave you in a flat-spin.
....
So, I think its the result of various little changes to various different planes that draws out very different conclusions than compared to AH1.
