Another two thoughts
(a) V1 cut is easy-peasy ... try the cut during the rotation flare immediately after liftoff instead where it all gets interesting due to being a much more dynamic situation .. especially at low weight/speed schedule. Pilot has to control both yaw and roll rates, both of which get a bit interesting. If this is OK, then the V1 cut can be done with a cup of coffee in one hand ...
(b) slam accel on multis has another risk - directional control problems if OEI, if the failure occurs during the slam, or if the accelerations are grossly asymmetric for some reason. Keep in mind that many engines are not mechanically limited and can run up above their rated thrust without too much effort. I can recall one accident investigation where we ended up putting the probable cause to a confusing (to the crew) asymmetric thrust situation (without a failure) where it was very likely that a mishandled power increase caused a Vmc style departure during the early airborne takeoff phase... crash, burn, many die.
Centaurus' observations about automation-centric pilots persevering with the buttons when the stick and throttles etc are right in front of them is seen regularly in high workload sim situations .. a bit like the parachutist who perserveres with a hard pull main instead of going for the reserve ... not generally a successful strategy. This presumes that basic I/F stick and rudder skills have not be allowed to atrophy, of course.
Guess I was fortunate when I went onto my first exposure to whizz bang technology .. the operator went through a short-lived flirtation with "must do it with the buttons" and then moderated to a "know both ways, use the most appropriate at the time, just don't screw up and embarrass the boss".