For a start it's an unrealistic scenario, as a lightly loaded aircraft on a long, dry runway is not going to have a 15 knot split between V1 and Vr (assuming your 135 kt catastrophic engine failure occurred on the ground -- considering a reject after rotation for an engine failure is madness, assuming by the speeds we're talking jets).
Second, I really hope there are no crews out there discussing rejecting after V1 as a consideration in the scenario stated (engine failure). The speed is there for a reason, and as has been mentioned, the only legitimate reason for a post-V1 reject is the aeroplane being unsafe or unable to fly -- OEI does not fit these criteria. This has been studied for decades by people far more knowledgeable than myself, based on countless high speed rejects, and is not open to interpretation on the day.