By the time your brain has acknowledged the fact you have heard a bang/thud, looked at EICAS, realised you have still have 2 good engines and said something assertive enough to convince PF to continue, you'd be pretty close to V1 so would go (easily said sitting in a nice warm house with plenty of time to think!).
The other thing is with a blow out on a maingear the aircraft will vear towards it initially, until you apply the brakes, then it will pull the opposite direction, so theres a controlability issue to consider as well.
The thing that I find a grey area now is the meaning of V1. Has it changed from the point at which a decision to stop has been made, to the point at which the actions of stopping have been initiated? Why does the definition keep changing but the speed it is referenced to continue to be the same?
I have a vague recollection from the ATPL's there was a 2 sec recognition followed by a 2 second action period leading up to V1 so therefore a problem must be realised 4 seconds before V1 to ensure adequate runway to stop....right?! So the requirement to call V1 is redundant, as by the time you reach 3 seconds before it, its too late, isnt it?