You're right. Given that V1 for a 777 is ~ 150 knots according to the online checklists I found I'm not sure what's going on either! If V1 if 150 knots then a warning at 100 knots should trigger an abort surely?
Perhaps the point is that an Aft Cargo Bay warning isn't sufficient reason to risk aborting the take-off (which presumably carries it's own risks). So the warning alarm would go off & the pilots would abort because they were used to having such minor alarms being disabled about 80knots on their previous aircraft, therefore any alarm at speeds > 80 knots but < V1 is would previously have been cause to abort but on the new aircraft this was no longer the case.
Makes sense? (Although personally I'd have thought that an open cargo bay door would be reason enough to abort a take-off - so that bit doesn't make sense to me at all.)
Surprisingly enough, for most issues (barring such situations as the wings literally falling off ;)), it's safer to get in the air to buy yourself some time for analyzing the situation and deciding (even if it's "go around for an emergency landing") than trying to decide during takeoff.
It's not too unusual for pilots to turn a minor problem into a major one by trying to fix the minor problem too aggressively. A cargo door opening would be a good example of this. It doesn't threaten the aircraft, so it should be ignored until the situation is calm enough that your attention isn't needed elsewhere. Prioritizing problems like this is a big part of pilot training.
It's a little bit like spilling your coffee while merging onto an interstate in a car. Slamming on your brakes so you can take care of your coffee will likely make things worse. Instead, merge, get stabilized, then figure out what to do with the coffee.
Perhaps the point is that an Aft Cargo Bay warning isn't sufficient reason to risk aborting the take-off (which presumably carries it's own risks). So the warning alarm would go off & the pilots would abort because they were used to having such minor alarms being disabled about 80knots on their previous aircraft, therefore any alarm at speeds > 80 knots but < V1 is would previously have been cause to abort but on the new aircraft this was no longer the case.
Makes sense? (Although personally I'd have thought that an open cargo bay door would be reason enough to abort a take-off - so that bit doesn't make sense to me at all.)