Not a fighter guy but former IAC acro type in Pitts. Anyone, feel free to throw darts, this is just ballpark testing that worked for me in an RV-6 at 1350 pounds, standard day, PA of 3000 feet.
Cornering velocity gives maximum turn RATE. It may be pulling the g imit at maneuvering speed, but it won't be maintained long without descending to use gravity.
The are two ways to look at it, then many permutations. Level flight, high bank angle, max power but NOT high speed- what constant speed and g can you attain the fastest turn rate? Power is fighting a lot of induced drag in level (edit to add "turning") flight.
Second- saving hitting the ground, pointed straight down, at low speed- what speed do you attain and maintain with g and power yielding the fastest return to level flight, minimzing altitude loss is the goal. Gravity is adding to your engine's accelleration pointed straight down. You may need a rapid power reduction to not exceed your target speed on attained.
Stay coordinated stick and rudder at all times in both.
Neither may look like an IAC scorable aerobatic figure- level turn or a scoreable quarter loop.
Remember the stall speed to g squareroot math- at 4g, you double your 1g wings level stall speed.
If you stall at 50 knots wings level, stall is about 4g at 100 knots. You may not have the smallest radius at level cornering velocity, but flying slower for a smaller radius may yield a decreased RATE of turn.
Honor your symmetrical g limits and maneuvering speed. Stall speed stays pretty close to the same indicated speed at high altitude, but in the RV, we honor the TAS, too as the same limiting number.
Have not seen this actual performance curves for a typical RV, but 105 knots (RV-6 Va 134mph or 115 knots blue tickmark ) and 3.3 ish g is a decent starting point for cornering leaving margin and not full elevator deflection. That's about 15% over stall speed and I can feel a bit of buffet. Every plane will talk to you differently.
Turbulence, both wake and atmospheric can significantly raise the loading.
Third use, "winning" a tail chase...