Chuck
I can't speak for Flying Dutch, but I think that we are violently agreeing.
It is a fact that any conventional aircraft will glide at an angle somewhat steeper than 3 degrees. As a result, should a powerplant fail during an instrument approach, the remaining power plant(s) will need to provide additional power to maintain the 3 degree descent. To a greater or lesser extent, this will cause increased yaw with increased handling issues. These issues will be made worse by any drag caused by the configuration of the airframe.
When we fly an approach visually, other considerations notwithstanding, it is not a bad thing to fly a somewhat steeper approach, minimising this effect.
There is more to identifying a real life (as opposed to simulated) engine failure than pushing the throttles forward though, as those of us who have had one or two will confirm. Not least, because in real life, engine failures are rarely complete engine deaths. Rather, they tend to take the form of intermittent loss of power, or surging in the first instance. The ball (and rudder) will often ricochet from one side to the other, making dead-leg dead-engine tough to work through.
Finally, worth recalling that Vr (and V1 and V2) is of little relevance to a light twin. If the engine fails when you are on the deck, you are going to stay there.