otrcman is absolutely correct.

Back in the bad old days, I've owned and extensively flown two different Cessna 170B models. Same year yet each was quite different in its take off characteristics. The second was more sensitive to rudder and required much different rudder application technique - a finesse which precluded the almost mindless, inattentive handling which worked with the other.

Every plane, even of the same model, has its own character and variations in behavior. On my second 170B, the gyroscopic effect of the prop was most dramatic. The amount of right rudder required was dependent on aircraft speed and engine power as well rate at which the tail came up to control direction on take off. You learned just how much for the conditions so that you - and this is critical, just as he says - applied the rudder in advance of starting the take off roll or lifting the tail, sometimes with variation as the tail rose and then let it off, holding just a tad as you continued the take off roll with the tail high. It was like a fine dance on those rudder pedals, going to full right for a quick take off and/or rise of tail - but just for a second or two, back to a much smaller deflection. In gusty conditions, you would be ready for more rudder. It became an automatic, learned action.

It's critical to realize that it was/is necessary to anticipate the aircraft behavior and act in advance.

Practice, practice, practice.