Note:  Brakes are not normally held with thrust above idle unless a static run-up in icing conditions is required.
A standing takeoff procedure may be accomplished by holding the brakes until the engines are stabilized, ensure the nose wheel steering wheel is released, then release the brakes and promptly advance the thrust levers to takeoff thrust (autothrottle TO/GA).
Copyright . The Boeing Company. See title page for details.
FCT 737 (TM) October 31, 2006

737 Flight Crew Training  Manual
Allowing the engines to stabilize provides uniform engine acceleration to takeoff thrust and minimizes directional control problems. This is particularly important if crosswinds exist or the runway surface is slippery. The exact initial setting is not as important as setting symmetrical thrust. If thrust is to be set manually, smoothly advance thrust levers toward takeoff thrust.
Note:  Allowing the engines to stabilize for more than approximately 2 seconds before advancing thrust levers to takeoff thrust may adversely affect takeoff distance.
After thrust is set, a small deviation in N1 between engines should not warrant a decision to reject the takeoff unless this deviation is accompanied by a more serious event. (Refer to the QRH, Maneuvers Chapter, Rejected Takeoff, for criteria.) Ensure the target N1 is set by 60 knots, but minor adjustments may be made, if needed, immediately after 60 knots. Due to variation in thrust settings, runway conditions, etc., it is not practical to specify a precise tolerance in N1 difference between engines for the takeoff thrust setting.
If an engine exceedance occurs after thrust is set and the decision is made to
continue the takeoff, do not retard the thrust lever in an attempt to control the exceedance. Retarding the thrust levers after thrust is set invalidates takeoff performance. When the PF judges that altitude (minimum 400 feet AGL) and airspeed are acceptable, the thrust lever should be retarded until the exceedance is within limits and the appropriate NNC accomplished.
Use of the nose wheel steering wheel is not recommended above 30 knots. However, pilots must use caution when using the nose wheel steering wheel above 20 knots to avoid over-controlling the nose wheels resulting in possible loss of directional control. Limited circumstances such as inoperative rudder pedal steering may require the use of the nose wheel steering wheel at low speeds during takeoff and landing when the rudder is not effective. Reference the airplane Dispatch Deviations Guide (DDG) for more information concerning operation with rudder pedal steering inoperative.
Light forward pressure is held on the control column. Keep the airplane on centerline with rudder pedal steering and rudder. The rudder becomes effective between 40 and 60 knots. Maximum nose wheel steering effectiveness is available when above taxi speeds by using rudder pedal steering.
Regardless of which pilot is making the takeoff, the captain should keep one hand on the thrust levers until V1 in order to respond quickly to a rejected takeoff condition. After V1, the captain’s hand should be removed from the thrust levers.
The PM should monitor engine instruments and airspeed indications during the takeoff roll and announce any abnormalities. The PM should announce passing 80 knots and the PF should verify that his airspeed indicator is in agreement.

737 Flight Crew Training  Manual
A pitot system blocked by protective covers or foreign objects can result in no airspeed indication, or airspeed indications that vary between instruments. It is important that aircrews ensure airspeed indicators are functioning and reasonable at the 80 knot callout. If the accuracy of either primary airspeed indication is in question, reference the standby airspeed indicator. Another source of speed information is the ground speed indication. Early recognition of a malfunction is important in making a sound go/stop decision. Refer to the Airspeed Unreliable section in chapter 8 for an expanded discussion of this subject.
The PM should verify that takeoff thrust has been set and the throttle hold mode (THR HLD) is engaged. A momentary autothrottle overshoot of 4% N1 may occur but thrust should stabilize at +/- 2% N1, after THR HLD. Thrust should be adjusted by the PM, if required, to - 0% + 1% target N1. Once THR HLD annunciates, the autothrottle cannot change thrust lever position, but thrust levers can be positioned manually. The THR HLD mode remains engaged until another thrust mode is selected.
Note:  Takeoff into headwind of 20 knots or greater may result in THR HLD before the autothrottle can make final thrust adjustments.
The THR HLD mode protects against thrust lever movement if a system fault occurs. Lack of the THR HLD annunciation means the protective feature may not be active. If THR HLD annunciation does not appear, no crew action is required unless a subsequent system fault causes unwanted thrust lever movement. As with any autothrottle malfunction, the autothrottle should then be disconnected and desired thrust set manually.
　
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