There is often a range of V1's.
If the split between them is ~30kts, cognizant of that, whats the problem with aborting post minimum V1 (but less than maximum V1)?
I can see the briefing for that one...
"
We'll reject for any malfunction prior to eighty knots. Above eighty knots, we'll reject for engine fire, engine failure, loss of directional control, or any outward opening door only. After that, we'll take it airborne and handle it as an airborne emergency. Unless of course we feel like we really ought to keep it on the ground, then we'll make up our mind on the fly past V1 up to say, 30 more knots, and we might stop or we might go. I'll let you know. If we do elect to reject, I will retard the thrust levers to idle and apply reverse. We will use the takeoff autobrakes. Back me up on the speed brake handle, note the airspeed for brake energy, and notify the tower of our situation. Once airborne..."
Nope...when the precalculated and prebriefed V1 is past, so has the time for stopping. Time to make like an airplane and go fly.