CM, thanks.
However, there will be a time difference between a 'hands on thrust' identification and self action, vs communicating the identification, and subsequent action by whoever, after confirmation; i.e P2 handling, deciding and acting, will be faster than alerting, waiting for Captain's mental appreciation, and then either acting.
Cognitive delays; small but important where there is little margin.
Then there is cognitive dissidence. P2 calls stop, Capt says no - continue; who has physical control, who has a suitable mental appreciation of actions required during a continued takeoff.
PF flys, PM monitors the overall situation; - why then change the SoP in specific circumstances - which implies that the circumstance can be identified - unnecessary mental workload ?
e.g. a confirmable engine failure or just a bang, a gut feeling, uncertainty … how, who decides.