Banking into the good engine isn't done on transport category aircraft; engine-out situations are handled with the wings level (specifically line operations, as opposed to certification). Vmc numbers aren't published for all aircraft, either.
In light aircraft, Vmc can be greater or lesser than the red radial line. It should be thought of as a general reference or reminder, but nothing more. On a colder day than the day certification was performed, the engine will produce more power, and loss of directional control will occur at a higher value than the red radial line. One must also take into account the fact that discrepancies in airspeed indication, pitot placement, local airflow, lag, and other factors mean that your airplane here, today, isn't necessary displaying exactly what Joe Schimoley's airplane did 30 years ago during certification trials.
Many airplanes, unless trimmed out, can leave your leg shaking and quivering after some time doing single engine work, or engine-out work. Especially after a lengthy session. On some airplanes, it's not uncommon to need 75 lbs of force to press the rudder or hold full rudder. On some airplanes, it may require that to hold the rudder with all engines working, if using full rudder deflections. When training with lots of power changes and not much opportunity to retrim, it can be a real work-out.
Playing around near the published Vmc numbers is a bad idea. One can alleviate a lot of one's work load, including the shaking syndrome and the need to feel like banking into the other engine, by carrying more airspeed. More airspeed means less bank needed, less rudder needed, and an easier job of flying the airplane.
If you do find yourself slipping down toward the evil rad radial line, remember that it represents a solitary theoretical number from long ago, and has nothing at all to do with when you'll lose control on a given day.