Not exactly. Whenever we* prepare and enter our performance data, the software tells us how much runway will be left after an abort at V1.
Often it is 3m.
Sometimes it is 900m (even when using a flex/assumed temp).
Obviously this is due to the limiting segment, but knowing this data can help the Captain make an informed decision if the whole plot suddenly enters new and untrained territory. A decision to stop after V1 might be based on these numbers, and not just a guess and subsequent luck.
We use a similar tool on our laptop, and going out of my homebase with 4000m RWYs there`s always a lot of margin shown, even in winter.
But this does not mean I can safely abort above V1. At 140kts your aircraft runs some 75m per second. If it is not an A343 it will gain around 5 to 10 kts per second. So the next second it might be running 85 meters. So with an average time of becoming aware of a problem, assesing it, and taking action of some 5 seconds how far have you travelled down the RWY? How much is left? Consider that you are now at much higher energy than the calculated V1 abort.
Don't tell me you can calculate that, not even give a good guess, especially not while in the cockpit and not at a desk with a calculator and all the time you need.
V1 tells you nothing about the available stopping distance, nor does it have any relevance whatsoever to any failure other than the failure of one engine.
I am sorry, but V1 tells me that if an abort is executed
at precisely that speed and I have good brakes and tires I will get the machine stopped on the pavement.
The closer I get to V1 the less likely I will abort for some tire problem as my braking might not be what went into calculation. I am already guessing here as the factors involved are not known.
I recommend reading this report:
Title "REJECTING A TAKEOFF AFTER V1…WHY DOES IT (STILL)
It really changed my view on takeoff aborts, and on how little margin I am willing to accept, and when do I call "GO".