I agree with JT. I dunno about the rest of you, but as soon as the aircraft starts to yaw, I'm on the rudder to correct it. At about the same time, I'm saying "wtf"...
I'm not one of the folks lucky enough to make periodic use of a sim, so my own engine failure technique gets kinda rusty between required demonstrations. I've found that it really pays to fly the aeroplane first, then THINK about "wtf".
The point here, of course, is that by the time I'm thinking "wtf", the aircraft isn't yawing anymore. I'm back to "dead foot = dead engine", and confirming with engine instruments.
You need to be pretty swift with all the vital actions, more so when closer to the ground. But it ain't a great idea to rush anything, or to use methods that may or may not work as the instructor intended. IMHO, the "dead foot" method is still the most consistently safe one to use.