IMHO...It is a good idea to observe and follow the control movements through on a max cross wind auto land demo in the sim. You will observe the way the autopilot does it and notice the small amount of aileron input and the hull centreline offset vv the runway centreline during approach and at touch down.
Follow this up with an auto goaround demo at a Cat 2 DH....these demoes will give you a feel of the control movement and pressures required, power application rate vv the pitch up rate etc.
If you can fly the aircraft as well as the autopilot... I think you will pass the handling part of your course!
Where you actually look as a pilot and how you regain your scan sequence (T scan or wagon wheel scan) and situational awareness is important.
If you start to feel overloaded as a newbee on any aircraft .... I was taught Pitch/bank/balance (trim) power (check) as a scan and action (matra) followed by a green (Active) modes and nav progress check...( A where the F...k are we? It gets you back orientated and flying it and not it flying you.
You should avoid...machine gun fingers (rapid stab selection) on the mode selection and FMC button manipulations...think lingering pressure and positive mode and action check....avoid both pilots heads down in the FMC situations.
The engine failure at V1 is easily controlled if you simply feed in the rudder pressure to remain on the runway centre line and rotate slowly 2 degrees per second at the VR call ( you can count 2/4/6/8/10 and hold the 10 to 11 degrees approx required on a single engine at most weights....as you rotate and loose sight of the centreline your scan transitions via the skypointer and pitch on the ADI to the HSI track indicator.. you simply maintain the runway track numbers ( I recall if you were turning right the numbers increased !! the important thing is to get back onto runway track if indeed you have left it....the aileron and rudder inputs need to be a smooth and positive progressive pressure input and do not need to be violent or reversed but a one time action if you get it right first time. With respect I would not recommend a stamping on the Boeing's slip "Ball" technique... as a means of maintaining aircraft control or track I feel there are other better reference points
I would also recommend you learn by recall your pitch attitudes and power settings found in the Boeing chart "Flight with unreliable airspeed" ask your instructor to demonstrate a manual circuit and approach and landing flying with the airspeed indicator blanked off after 200 feet on takeoff.
The aircraft pitch and bank attitudes that will cause you to strike the tail or wing tip is also important information for you on any aircraft you fly.
You did ask for input and I hope even one point mention is helpful to you...the important thing is to ask...and keep on asking until you get happy on the aircraft...do not forget to look three quarters of the way down the runway during the landing flare and stay on the bloody centreline.