Sheppey what you say about a good split between V1 and Vr is sound advice if the runway is close to limiting for the weight i.e. accelerate-stop is critical. But at LIGHT weights - as in training or short-haul operations (which are more often landing-weight limited at destination) - there will usually be plenty of margin to allow V1 max for the runway to be scheduled, bearing in mind that it will accelerate very quickly and also stop more quickly because the weight is less than limiting for the runway length. Hence in distance terms, V1 even at 'max' will be reached much earlier than it would be at limiting weight, leaving proportionally more room to stop if need be.
I like the Lufthansa idea of dropping the term V1 in favour of the word 'go'.
One operator I worked with called V1 when 4 knots below actual V1, which also reinforced the idea that by V1 you had to continue.