Guppy.
Pick any V1 for the day.... add 5kts faster, 5% faster, ect....isn't going to cause a brake failure on an RTO.
Irrelevant.
I use a 10,000' runway, and see a stop margin (that's what's remaining after rejecting the takeoff at V1, by the way) of several hundred feet...assuming everything goes well, assuming the airplane does what it's projected to do, assuming that it can match the performance that the test airplane had on a perfect day with a test pilot at the controls, with new brakes, yada, yada, yada.
Assuming that the takeoff is rejected at or before V1. After V1? Those piddly few feet of stop margin are gone in a flash, and the stopping distance is considerably larger.
One is MUCH, MUCH safer going airborne, and coming back to land with a plan, with a full, vacant runway ahead, and with rescue services (as required) ready and briefed.
High-speed rejected takeoffs (after V1) tend to result in aircraft damage, loss of control, and put the airplane in exactly the wrong place for coming to a stop: at the end of the takeoff roll.
V1 is the point at which the decision time is over. One is now going flying. Unless something utterly catastrophic occurs which entirely prevents the airplane from flying, then one is far safer to go airborne, and sort it out on the way back to the full length of the runway.
Apparently everyone understands this but you. Then again, we all know why.