Reject after v1
All aircraft manufacturers assume that the person reading the procedure is an average pilot, not a hotshot. That is to say they try to cover the whole community and not just a gifted few.
Almost all of the cases where a reject has been carried out after v1 have resulted in an overrun.
How would you decide in a matter of a couple of secs whether it would be safe to reject t.off after v1 on one rwy and not the other.
All a/cs are certified to fly on one eng and there are fire extinguishers to put out the fire.
And if it is possible to reject t.off and stop the a/c with the remaining length of the rwy then the calculation of the v1 is obviously incorrect, maybe the aerodynamics of the a/c do not permit to control the a/c at that speed for a reject.
So please, it is prudent as a community to have a procedure which in this case is to continue after v1. Maybe one will successfully reject the t.off and stop after v1, but it will be your last t.off i promise you , the training department will sack him without blinking.