The technique specified in the manual in all nosewheel light aircraft I've flown is something like:
* Configure the a/c as required
* Hold the a/c on the brakes while applying full power. Confirm that the correct RPM & MP is achieved.
* After brake release accelerate & rotate at the speed specified in the chart to achieve Vtoss by 50'
* Retract gear & flap as scheduled
* Climb at Vx until clear of obstacles.
If you choose to accelerate beyond the specified speed(s) you will have a reduced t/o performance. It's a fallacy to think that doing so improves take off performance OR is necessary to avoid operating behind the power curve. Unlike jets, light a/c aren't behind the power curve after take-off & during climb out.
If they were then rotating at a faster speed would improve performance unless the limiting obstacle is very close - in which case the manufacturer would want to include such things in the performance chart to maximise their claims for the aircraft.
If you rotate at a lower speed than specified then you risk being behind the power curve & reducing take off performance. Some a/c have sufficient power to do this and still improve the take off performance. You lose handling quality protections & buffers built into the scheduled speeds however.
There are considerations & techniques that can be used that are outside the manufacturer's manual but try explaining to the insurers & the CAA if you stuff it up & damage the a/c...