Consider
(a) in the early days of reduced thrust ops, Qantas, one of the early proponents, had the eyebrow raising situation where a crew noted that climb thrust reduction involved pushing the throttles up to set climb power. Evidently the captain thought this a little odd. Shortly after it was related back to Wal Stack (the ops engineer boss at the time and a thoroughly lovely chap), they put a restriction in the system to limit the maximum extent of flex permitted. This was a long time ago .. probably in the 60s ? .. Wal related the tale during a lecture at which I was present.
(b) whether flex thrust is below MCT or not, the TO limit ordinarily should be observed for procedural standardisation.
(c) with newer and fancier engine controls, there may be considerations relating to the consequences of particular detent locations or computer selections.
Also, folks, there are no sheep stations at stake .. please try to keep the tone of things on a professional level rather than getting excited to the point of being aggressive ..