Practical reality in the actual airplane is that neither pilot's (F/E's) eyeballs may be focused long enough to detect a slow, increasing EGT/TGT creep 15 or 10kts prior to V1.
After takeoff-power/thrust has been set prior to 80 kts, the pilots' scans primarily will be "outside," maintaining centerline with rapidly increasing ground speed/momentum with frequent airspeed scans "inside" and only a general overall "glance" at engine instruments.
If an EGT/TGT warning light came on that close to V1 I would throttle back on that engine rather than abort the take-off roll. In the real airplane my hand comes off the throttles usually 10 kts before V1, and I instruct my crew that this is a "go" decision no matter what happens.
With a heavy jet an abort at or near V1 can be a very violent maneuver, especially if the runway is short and wet, or at a high altitude airport. History has proven that a "go" decision is always better than a violent high speed abort.
Keeping in mind that practical reality differs from simulator reality.
