On top of all, consider that on an Airbus, the first time you make the ASI crosscheck is really the first you get to realise if there's a disagreement
That is why Boeing has a policy of the airspeed check at 80 knots rather than the 100 knots of Airbus. Better pick the problem early than later further down the runway.
A wise pilot will cross-check his ground speed reading with his ASI reading at 80 knots. This is nicely covered in the FCTM with the following: "A pitot system blocked by protective covers or foreign objects can result in no airspeed indication, or airspeed indications that vary between instruments. It is important that aircrews ensure airspeed indicators are functioning and reasonable at the 80 knot call-out. If the accuracy of either primary airspeed indication is in question, reference the standby airspeed indicator. Another source of information is the ground speed indication.
Early recognition of a malfunction is important in making a sound go/stop decision.
It is most important and good airmanship that if the PM does not make the required call-out (eg 80 knots, V1 and VR) the PF should make it.
An example (happened in Australia) of where this could have prevented a high speed abort involved an A330 on take off. An insect blocked the captain's ASI tube resulting in a significantly under-reading ASI. The PF was the first officer. As the A330 passed 100 knots the PF received no call from the captain. He did not query this omission and continued the take off roll. Approaching V1 the captain called "100 knots" The first officer as PF realised only then at the late stage of the take off that something was drastically wrong.
The first officer queried the captain on his 100 knot call when the F/O ASI was showing close to V1. The captain decided to abort the take off and taking control performed a high speed reject. On returning to the tarmac to rectify the defect the tyres deflated due to excessive heating caused by the abort.
A simple "110 knots my side" by the first officer as PF would have alerted the captain to a problem with his own ASI. Better still, a comparison of ground speed versus IAS at an appropriate time early in the take off roll would also alerted the captain to the impending problem and prevented a late high speed abort with it's concomitant hazards.
Whether it is an 80 knot or 100 knot call depending on manufacturer philosophy, for many pilots it becomes a parrot like Ho Hum call. On many occasions the call is made late. Call it what you like but it boils down to complacency and poor airmanship.