For the benefit of those who did not read my post on my companys SOP on rejected takeoffs:
I think the Boeing and Airbus manuals do state the procedure you use. I thought most airlines had moved away from this with current thinking on enhancing CRM aspects of such events? Certainly BA moved over to this new procedure in the early 90s. In the same manner, many airlines still do not allow the first officer to taxy the aircraft. Most early Boeings do not have nosewheel steering tillers on the f/o side, and as far as I know some airlines actually request not to have them fitted!
Like BA, our airline allows a complete role reversal during f/o sectors including taxy and aborted takeoff (with only a slight difference in the latter procedure).
The throttles are held throughout the takeoff by the flying pilot (P1, which confusingly can be the captain or f/o so I prefer the term "flying pilot"). Legally the Captain is always P1, but our company call it "In Command under supervision" (P1 ICUS) when the f/o is flying pilot.
The aborted takeoff procedure is fully briefed by the handling pilot prior to pushback, and 99% of the time we run to Standard Operating Procedures so there is rarely any ambiguity. The pilot taking control of the aircraft will do so using the normal phraseology as defined in our SOPS ("I have control" / "You have control").
The takeoff is aborted below V1 by the command of "Stop", from either crewmember. This can be called for fire, engine failure (2 or more confirming parameters noted), configuration warning, or in addition by the Captain for any reason he/she sees fit. So the first officer can only call stop for a fire, engine failure, configuration warning, siginificant handling difficulty (on his sector) or a blocked runway.
Would be interested to know how all this works in your airline.
I used to love the smell of Jet-A in the morning...