Actually, the first link above links further to this very interesting article by John Laming:
http://www.avweb.com/news/safety/182403-1.html
Spot on to the original question of this thread, even a 737-200 in the case mentioned.
Might I then add the following question:
When it is possible to calculate quite precisely the V1, Vr, ASD, TOD, N1/EPR and all that, why not include a timing as well? Depending on aircraft type, it could be either a fixed time or a fixed speed, ie "After xx seconds, we must have at least yyy kts". This should take care of all erronous engine thrust settings, as well as dragging brakes, blown tires etc, no matter whether EPR, N1, fuel flow or whatever is used.
I know this has been mentioned elsewhere, but I haven't a clue why it isn't used in many companies? (Who does, I never have?)
Currently, with only V1/Vr and thrust setting, faulty engine readings and brake/gear/tire problems is up to only "sixth sense" detection, or you only know when V1 is there when the runway end is closing fast.