Glad it worked out for all involved. I'm not sure the Ameristar accident is a great point of reference, for two reasons. First, that Captain aborted immediately upon determining that it wasn't going to rotate (fly). Just a couple of seconds of hesitation, and NTSB said the outcome would likely have been way different. Here, it seems like there may have been a few seconds of hesitation following the puffs of smoke, assuming that they were a cause of the abort rather than a result of it. Second, the Ameristar Captain had it in full reverse before the training captain sitting next to him could even react and start to reach for the controls; he is said to have not interfered, per the NTSB, because that was the Ameristar protocol, but he admits he started to reach for the controls but realized it was already in reverse. The zillion hours in DC9s that the captain had made the whole process seamless and instantaneous. And the reason that aircraft couldn't fly was truly a once-in-a-lifetime event: an unrecoverable elevator anomaly that couldn't have been detected by the crew through the approved preflight checks.
I'm assuming this crew briefed the issue of reverse thrust yes/no in the event of an engine failure due to the narrow runway and it appears the answer was "No.". Or, as pointed out, it could have been MELd, but that's less-likely. They did have a dry runway, and it looks like the antiskid was working from the nature of the tire marks. Ultimately, this will be a straightforward high-speed abort with the aircraft appearing otherwise to function as advertised, and they just got lucky.
Whether a high-speed abort was the right decision will be a major focus of the investigation. And on that, we likely won't know until the investigation is mostly-complete. Maybe the media and "experts" will give the captain a break before rushing to judgment, given what happened with Ameristar: the poor guy was pilloried in the media and by plaintiffs' lawyers until the NTSB report came out that not only cleared him but lauded the speed and correctness of his decision in a way I have never read in such a report.
OTOH, if this is a single engine failure at V1, with no other anomalies, followed by a high-speed abort, the floggings will certainly begin.