MMEMatty deserves a reply
IMHO, the STOP call would be based on different situational call in regard to the actual take off brief.
The time frame between the problem and V1, as well as the actual ground conditions, are also relevent. There are good arguments to continue a take off when the book suggests ( demands) an abort....the classic case being a tyre burst, or a two tyre burst at V1-5. (say)...on a length critical take off. The question that is not covered by the good book is....would you rather try and abourt with an unpublished STOP distance, with a MAX weight aircraft, and thus at very high weihg...or heaven forbid..ignore the book. thake the problem into the air...take several deep breaths, consider the problem rationally, and burn off the fuel, find a loooooong runway, with a fire department who has finished the current issue of Beano (sorry Luton), then land at a vastly reduced speed and weight in the first not last third of the runway...and have all the gods on your side.....
Not certain which call I would make....lol
I leave the specific question to typed and current pilots to discuss for you...
windy