Ah; the mis-use of the sim. Always an engine failure at V1 on the ground, never at V2 when airborne in bird strike territory. Always a return to departure airfield where the weather was OK 5 minutes ago: always a non-event SE ILS with a GA due no visual reference at DA???? always followed by a return for a 2nd attempt where the weather has miraculously improved to above minimum. Never a SE diversion to the takeoff alternate with a straight forward ILS in moderate conditions followed by a late GA due ATC. It ticks the boxes, is more educational and realistic, but takes time.
I was once, in another life, given an engine failure at GA from an NPA. The reason being that F40 = V2 F15 therefore the engine failure was conducted & demonstrated between V1 & V2; in this case V2 F15 which is a takeoff setting. Such a pleasure to have another educational challenge to tick a mandatory box.
Real life scenarios are not that often re-enacted in the sim. You are correct regarding engine stall training. If you need to run it at idle it confuses the heck out of crews as to which type of configuration do you use for approach. A monster f%ck up many times as the QRH expects you to think. OMG!
Classic real life scenario. Engine fail FL350. Crew goes to engine fail procedure with identifying the type of malfunction etc. and decides it's s simple failure. While doing this they get a stick shaker. Oops. Fly the a/c damn it. Priority. The sim had sucked them into this sequence of actions.