Vmca will, in nearly all aircraft, continue to DECREASE a little more as bank increases above 5 degrees towards 8-10 degrees
A LOT more. The nature of the beast is that
(a) for near wings level, Vmc varies sedately with a degree or two of bank
(b) the further we get away from wings level, the HIGHER the RATE at which Vmc varies with bank. Nothing sedate about it as the bank increases beyond 5 degrees. More importantly, if you are back near the real Vmc for the day (ie for 5 degrees) and you let the bank reduce or, worse, go the wrong way, the Vmc can ramp up VERY quickly and you might find yourself emulating the video linked a few posts ago.
When was the last time you had a V1 cut, and rotated the aircraft into the air with 5 degrees angle of bank?
However, if you are using a min speed schedule, especially if Vmca limited, and the configuration/conditions put you near to the real Vmc, then you had best make sure that you roll in the 5 degrees during the rotation flare ...
Mach E Avelli, who has been around for a LONG time and has a sound idea of what is what, provides good guidance in recommending the use of higher speed schedules within the RTOW ambit when departing at very light weights .. and not just for training sorties .. works the same way for line operations.
I would add that this is even more relevant in the case of a stiff crosswind takeoff .. why expose yourself to a potentially significant Vmcg consequence when, with a bit of lateral thinking, you can avoid it altogether ...