As mentioned above by many, the 80 kts call is also for incaptication. Let's elaborate on that a little bit, shall we? Skipper's leg, at 80 kts he blacks out, in which case, a second call from the FO, a look over to the left, then he takes control....what would you suggest the airspeed is then? At least 110/120 kts? What should he do then? A perfectly good airplane...go flying...only to try and come back alone? Most would suggest stay on the ground.
The same goes for the airspeed. I believe the objective is that PM (pilot monitoring-no longer PNF which implies doing nothing!) should compare speeds, or the annunciators if in glass flight deck, then make the call so that it is finished as the airplane passes 80 kts.(there is no reason for this call to happen much later) Still well below V1, and thus stopping safely should be no problem. Let's not forget the airplane normally touches down much faster at about the same area it reaches 80 kts on TO and still stops quite normally. Also, launching into the air with unreliable airspeed could mean a faulty ADC which will cripple a whole lot of other instruments. Electing to abort would seem more logical.
They say it's much better to be on the ground wishing to be in the sky as opposed to the other way around!
As for training in general, I believe the objective is to enhance every one's ability and confidence by making handling emergencies second nature. Creativity should not be a gross departure from reality.