Putting the desirability of procedural standardisation to one side .. one of PPRuNe's values lies in providing a forum for discussion ... it still depends on the circumstances.
It should always be possible to reject a take-off before V1 - that's what it means.
Depends on the certification basis for the Type/Model .. in particular, two engines operating vice one.
Depends on the environmental circumstances .. runway surface contamination, over run environment, and how limiting is the accel stop case (the 2 second pad may not apply for many of our older aircraft)
The correct answer is that as long as you can take the first action to abandon the take-off by V1
No decision to consider here .. in a limiting case, once you have initiated the stop, particularly when the brakes come into play, there is no changing your mind ...
Overall, we go with standardisation for all the usual reasons .. but it is appropriate that we are aware that there are sets of antipathetic circumstances which are going to bring us unstuck if we follow the "standard" gameplan.