In any case as you are hitting the TOGA buttons you push the throttles up anyway. It's a natural motion with how the buttons are placed.
I must assume that you have never touched a T7.
The TOGA switches are on the front side of the levers. They are actually very easy to push in the idle position, but quite twitchy when the levers are pushed up, you need a awkward wrist torsion to really push them. So nowhere near to a natural motion. It is actually almost easy to push them in the retarded/idle position and then "assume" that TOGA is selected. Especially the former Airbus pilots tend to not follow the lever movement, thus not feeling alarmed if they do not move (btw one of the many reasons i propagate to leave AB ab initio trained pilots on AB and vice versa).
The Airbus system by positioning/clicking the motionless lever to the TOGA position has its advantage here. Although it has its own trap, namely the non movement can lead you to assume that the system has not switched and not increased power, even though you checked the FMA. You need to confirm by looking at the N1 indicator and in stunned moments this is not easy. Asseline got trapped by that and re-clicked, therefore delayed the spin-up -> result known.
The best TOGA system is on the good old MD11. It has a palm switch that can hardly be pressed in the retard/idle position. You basically must shove up the levers to be able to push the switch with your palm, so you can hardly forget the shoving up.
(BTW it also had a very handy last resort or brain fart switch: A spring loaded bar at the firewall position. Push through it and gives you at any time AP/AT off, full available thrust, wings level and max climb on the FD. Very handy for botched landings at any rad alt, wind-shear or GPWS)