If you want to know what things the manufacturers and the industry believe is worth aborting for up to V1 look at what is inhibited in high speed range. Even the old 767/757 technology gives us a hint:

"The beeper and master CAUTION lights are inhibited, for all cautions, during a portion of the takeoff. The inhibit begins at 80 knots and ends when the airplane reaches 400 feet RA or 20 seconds after nose strut extension, whichever occurs first. If the takeoff is rejected above 80 knots, the inhibit is removed when the airplane slows below 75 knots. If the caution still exists when the inhibit is removed, both master CAUTION lights and the beeper activate."

The fire bell and lights are only inhibited upon "strut extension until reaching 400 feet RA or for 20 seconds, whichever occurs first."

PWS

"During takeoff, the PWS inhibits new caution alerts between 80 knots and 400 feet AGL, and new warning alerts between 100 knots and 50 feet AGL." So prior to 100knots a Windshear warning will sound out!

What it looks like to me is the manufacturers and industry wants us to abort for the following after 80 knots (and up to 100 for severe windshear):

Fires, Engine failures (no warning just big bangs and swerves), and severe windshear at minimum.

They never recommend aborting for blown tires in a high speed range (80knots+ ?) because braking and stopping becomes questionable.

The big thing is to have a plan of action every takeoff.

Boy it turned into a PC, didn't it.