Two further points:
First, if you flex to minimum thrust on every take-off, you are putting yourself at very much greater statistical risk of a disastrous late reject.
Second, and perhaps by way of advice to FOs reading this who felt left out by my earlier post, if you are handling the take-off but the Captain's hand is on the thrust levers, and you genuinely feel without doubt that a reject is absolutely necessary NOW, then you could consider placing your hand above the Captain's on the thrust levers, and retarding them. This might have to be done very forcefully, and you should shout 'STOP' with real meaning in it.
You might be out of a job, and you may never get a job again, but at least you'll live. If you do consder this as an option, you should be prepared to carry out all the subsequent reject actions correctly, too, as your colleague may react unpredictably.
I do, of course, recognise that this is a point of view with which many people will take issue. However, bearing in mind the frequency with which incapacitation occurs, it is worth considering that if the Captain is responsible for deciding to stop, and he fails to make this decision with split-second accuracy, then he is, in a way, incapacitated - he has failed to do what is necessary to safeguard the aircraft. This is not an impossible scenario, and FOs at all levels of experience should be prepared for it.