rudder effectiveness
As the airplane accelerates the rudder effectiveness increases. Assuming you have the technique mastered while rolling for take off (visual ref and the nose moving away from RW HDG), here's what you do during the transition to airborne:
Either,
you can 'lock' the rudder as described in many of the posts - in this case you will have to give quick, positive (mind me, not violent) aileron input as you get airborne, to counter the increased rudder effectiveness and keep wings level i.e. the wing will tend to go down and the airplane bank in the same direction as the rudder was given.. After getting airborne and having the situation under control to your satifaction you will have to settle down with enough rudder (and finally trim it correctly) to keep the control wheel centred. You will find that the airplane may fly with a minimal/slight bank into the live engine. Subsequently the usual rudder/trim changes will be required depending largely on the configuration and speed/thrust etc.
or,
you can ease off ever so slightly on the rudder as you get positively airborne - how much? This, you would have to play by what your instruments tell you.
A KEY INDICATOR IS THE SLIP/SKID INDICATOR (below the sky pionter), equivalent to the 'ball' of yore. Airbus called it a trapezoid, last I flew one. If this is not close to centred it will require a lot of effort to fly wings level and you will not find a steady state. Boeing recommends that it be slightly off centre towards the live engine and this works like a charm. Whichever side the slip/skid indicator is displaced, that's the side that needs more rudder.
Remember you will be transitioning from a highly 'cross-controlled' situation on the ground to one less so in the air. Whereas the airplane cannot bank significantly with wheels on ground, ther's nothing to restrict it once in the air. With an engine out cross control is the natural state, but it can be minimised by having the correct amount of rudder (and trimmed out).
In fact it can be likened to lifting off in a cross-wind. As an aside - On the 744 i have found some sort of change of rudder control speed regime around 120KIAS. At this point, in a x-wind take off the airplane instead of weathercocking into the wind tends to have the nose go away from the wind with the steady rudder input which was being used till this point.
A good scan (include slip/skid, and bank pointer and target pitch attitude) and quick authoritative inputs to aileron and rudder are the key. As you get airborne keep wings level, get the slip/skid 'centred' if it isn't and get the nose upto around 11 to 12 degrees. and once steady and stabilised, then follow the FD pitch commands. On a heavy 744, there are occasions we have to go by pitch attitude and disregard the FD as we may not perceive/fly the small changes that the FD might be making. I'm assuming this is due to the huge inertia involved. Always have the raw data under control.