There was an accident some time ago in the states with a biz jet -can't remember exact details, but it illustrates the point.
Pilot landing on humped runway, touches down and thinks he has too little runway remaining, so opens throttles to fly a go around (after touchdown). On reaching the hump, a huge bit of runway appears, so he decides to land again, touches down and then realises there is not enough runway left. He then opens the throttles again to fly a go around, but too late and they go off the end of the runway below flying speed and fall down a cliff face killing all on board.
Moral - don't keep changing your mind. If you have to make a descision, make it, but don't keep changing your mind. The place for an argument is on the ground afterwards, not at 50 feet above the ground. In the case above - a go around would have served its purpose and the visual picture corrected in the pilots mind for a second landing. What would have happened in your takeoff if you were fighting the trim and then the instructor pulled a throttle to simulate engine failure? - suddenly it gets very interesting. If the throttles had been closed and you had stopped, a quick check of the trim/flying controls might have put your mind at rest if nothing else in the best case, and in the worst case discovered a nasty fault.
If your instructor is bad - change him. A good instructor will respond to the needs of the trainee, while getting the message across. A bad instructor (no matter how good a pilot he is) will try to get the trainee to fit in with him. For instance, different people respond to different styles of instructing - a bad instructor will have just one and keep using it, a good instructor will use a range, depending on the how the student responds. If your instructors one tool is to shout - then he is doubly bad.
Include the stop cases in your take off brief, including a cover all of 'anything else that I decide at the time is worth stopoping for, I will call stop and we can discuss it after the aircraft has come to a halt with the parking brake on' (commercial multi crew is a bit different - as the FO is usually limited for what he can call stop for, but in my airline a control restriction is one of them).