LGB -
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?)
In your timing proposition for takeoff, it seems it would be a human factors challenge to add another task to the takeoff workload. But it is an interesting concept. I wonder how much the timing would vary for different weights, runway slope, use of flex or derate, winds, etc. It may be variable enough to require another set of charts.