Perhaps there is a case for saying that if we abort below the 80 knot call, deploying the speedbrake before reverse thrust is a better course of action as the reverse thrust has a lesser effect at lower speeds. If we abort between 80 knots and V1 then apply reverse thrust first (if available) then pull the speedbrake lever.
Having two procedures though depending on speed does also serve to complicate the matter I would have thought.
Thoughts from jet drivers (only humble ATPL student and FS 2000 737 add on driver myself!)