They are both a matter of technique and tools available.
On the 744, autothrottles are generally used for all takeoffs. The thrust levers are advanced to approximately 70% N1, but that may be anywhere from 65 to 72%. The TOGA button is then pushed, and the authrottles take over.
On the 747 Classic with digital engine gauges and FFRATS autothrottles, autothrottles are used some of the time, depending on the Captain's and FE's preferences. Thrust levers are brought to approx. 70% N1, but it is more important that the N1s are consistent between engines (+/- 1-2%) than exactly 70% (the thrust levers may be significantly staggered).
If autothrottles are used, the FE tries to equalize N1 again when the autothrottles reach the programmed position, because they stop when the "leading" engine gets to target N1. He then tweaks the others ("lagging" N1) to get them as close as possible.
If autothrottles are NOT used, the Captain advances the thrust levers close to target N1, using approximately the stagger attained at 70%; then the FE sets them as close as possible to target before 80 KIAS. In this case, a little ABOVE target is preferable to below.
In either case, it is not possible to eyeball much finer than +/- 0.5% at T/O thrust.
Again, individual techniques vary.