It depends a lot on what type you are talking about.
Certainly the end result of a well controlled V1 (or later) cut is to utilise rudder to counteract the resultant yaw, but how you get to that final condition may vary according to type.
For instance, the Boeing Flight Training Manual for the B737-200 recommends initially using aileron to counter roll, and then (as described by DVT) using the 'down going yoke' to prompt correct rudder input.
This is not the most 'beautiful' solution, and can lead to excessive aileron input (which is undesireable for the reason specified by 411A...i.e. spoiler deflection) but it is an almost idiot proof training tool. With practice most trainees soon grasp the idea and become quite adept at getting the right ammount of rudder swiftly, thus minimising spoiler deployment.
So your instructor wasn't wrong if we're talking Boeing 737.
Also don't forget that Vmca rules allows 5deg bank toward the live engine by definition, so aileron is not totally out of the question on other types. The Airbus 320 Flight Director actually leads you into a dual aileron/rudder input...because it is the minimum drag arrangement if done correctly!