Lads, don't worry about the width, feel the quality.
Mixture, throttle, throttle, mixture – not the issue. Hell, you pull the mixture on a GSO 480 or GSIO 540 and you are a dead man on the next flight. The donkeys in a twin comm don't care that much. The management of "your" engine will vary with many, many considerations. YOU should know what's best for the engine you operate.
Heating, cooling, perhaps an issue; super heat, super cool maybe an issue for the next bloke.
Lean of peak, rich of peak. Who bloody cares!. Operate the engines the way the grown ups (engineers) want it done (that's AFM certification SOP Joyce) and God willing, weather permitting, not too much trouble to be expected.
But you start buggering about at zot feet with nothing on the clock but a makers name and, soon or late your luck will run out. That is not IF - only when. QED.
Teach the children to 'nut out' safely stop or safely go parameters. The average bloke, confronted by the manufacturers numbers will very quickly work it out.
ASDR 1200 meters, TORR 870 meters, A- GO 1800 meters. (apologies to the purists).
Vmca 76, Vr 95, Vyse 104. Loose one and then find 9 knots from rotate to get to speed which is not guaranteed to give a positive rate of climb.
Borrowed this :- 'It is not that the aircraft cannot take off from a shorter distance, however, if the aircraft cannot SAFELY GO, logically, it must be able to SAFELY STOP". Next time you train a fellah, think about the desired result i.e. all at the bar talking about it, not being dragged in pieces, out of a burning wreck.
Tailwinds.