The data is clear that far more accidents have occurred for aborting takeoffs between 100 kts and rotation then for continuing a takeoff after a fire warning. In tne analysis of engine fires (the cause of the firebell) there is little data that shows that the fire will progress beyond the engine pod itself for several minutes while airborne.
The greatest majority of serious engine fires which have disabled the aircraft, have been associated with ruptured fuel tanks and ground pool fires after the aircraft has been brought to a stop. So yes my arguments are based on statistics and not one-offs like a Concorde
In the case of the high workload decision making in a takeoff environment, the addition of a firebell ringing at the point where intent of go-no-go and rudder control are paramont is an additional pucker factor that may impact on the more paramont decsisions of the bolded above. Hence, I believe that some aircraft automatically inhibit the firebell in this time frame. (perhaps a check with your aircraft manual might confirm this).