We operate the 737 on short sectors, generally quite light. I often see accelerate-stop margains in excess of 1000 meters. Under those circumstances I see no reason why not to use max V1, even on wet. That way I don't have to bring any problem into the air, while at the same time giving plenty of room for the abort (incl. the crappy execution). I'd say that even on slippery an increased V1, away from balanced V1, could have some positive effects. If you're taking off from a long piece of tarmac I can sacrifice some accelerate-stops distance to move the V1 away from Vmcg. That should make controllability easier if you have to continue. Every situation is what it is, no one size fits all...