Part of this might be technique. The pitch rate as you approach the stall can affect the behavior after reaching the critical AOA. I'm sure propeller type, CG location, and many other factors are at play as well.
I've done stall series in all the two seat RVs except the 14, and they've varied based on the aircraft configuration and pilot technique. In some airplanes (typically ones with a CS prop, 180-200 hp engine, favorable CG etc), where the stall is approached gradually, the wing could be flying again by the time the pitch attitude reaches the horizon. In other airplanes, not so much.
In terms of pilot technique, there's going to be a big difference in stall recovery depending on what you're doing with the elevator. Are you holding aft stick into the stall at all? Releasing pressure as soon as it breaks? Pushing the nose down to lower the AOA aggressively?
Lots of variables at play. So your numbers don't really surprise me too much. But you probably know your particular airplane better than anyone, so if you feel something has recently change in the way it handles, you're probably right.
--Ron