That was the case for a short while in the 80's.
The rule was changed again and now, under the title of "Eligibility Requirements" for a CFI reads:
FAR 61.183 (i)(1) Receive a logbook endorsement from an authorized instructor indicating that the applicant is competent and possesses instructional proficiency in stall awareness, spin entry, spins, and spin recovery procedures after providing the applicant with flight training in those training areas in an airplane or glider, as appropriate, that is certificated for spins; and ...
(2) Demonstrate instructional proficiency in stall awareness, spin entry, spins, and spin recovery procedures. However, upon presentation of the endorsement specified in paragraph (i)(1) of this section an examiner may accept that endorsement as satisfactory evidence of instructional proficiency .... (In other words, the CFI applicant must have been taught stalls/spins and demonstrated them satisfactorily to another CFI who endorsed the applicant's logbook thusly... but the actual practical test administered by an examiner may not actually include testing on such matters (unless it's a re-test after a failure on those items.)
If you are curious about spins, then I'd only suggest you not be cavalier about who you choose to demonstrate them, nor be too careless about which airplane you choose to spin, and/or the manner in which that airplane is loaded for the flight. There have been factory test pilots killed spinning otherwise plain-vanilla airplanes that were approved for spins, but were being flight-tested for some seemingly unrelated matter.
WD Thompson, Cessna Test Pilot wrote of a certificated Cessna he and another test pilot was ready to bail out of when it refused to recover from a spin, but the door refused to operate. It was jammed. After spinning from 10,000 feet and making numerous attempts to recover, he finally lunged at the door as a last ditch effort at 1,000 feet and the door tore off the airplane. That change in airflow from the lost door brought the airplane out of the spin, at about 600 feet!
It was a mystery as to why that airplane behaved so, and two weeks were spent trying to determine why that spin became uncontrollable, but they never figured it out. He remarked that he was always wary of spinning airplanes afterwards....and HE was a professional test pilot.
(As evidence of his professionalism, his written report of the matter included his careful observation of the exact location where the door fluttered to earth, so the factory could go pick it up.)
You still want to go spin your 170?