PLT ABORTED TKOF ON NIGHT TOUCH AND GO WHEN THE AIRPLANE DID NOT RESPOND TO ELEVATOR APPLICATION AS EXPECTED.

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I WAS PRACTICING A TOUCH AND GO AT NIGHT WITH NO LNDG LIGHT. I HAD SET UP A STEEP DSCNT WITH THE TRIM TAB ADJUSTED HIGH. WHEN I ENTERED GND EFFECT THE SKYHAWK BALLOONED SLIGHTLY AND THE LNDG WAS EXTENDED FURTHER DOWN THE RWY. ON TOUCHDOWN I APPLIED FULL PWR; RETREATED THE FLAPS AND TURNED OFF CARB HEAT. WHEN I REACHED VR OF 55 KTS; I PULLED BACK GENTLY ON THE YOKE BUT DIDN'T LIFT OFF. THE AIRSPD INDICATOR INCREASED TO 60 KTS THEN 65 KTS. BY NOW AT THIS SPD I SHOULD HAVE LIFTED OFF AT A HORIZ ATTITUDE. I WAS PULLING BACK MUCH HARDER THAN NORMAL AND I WAS FURTHER DOWN THE RWY THAN I HAD EVER BEEN BEFORE BECOMING AIRBORNE. RATHER THAN FORCING THE YOKE BACK; I PULLED THE PWR; MADE SURE THE FLAPS WERE UP AND APPLIED THE BRAKES AND STARTED SKIDDING. I GUIDED THE PLANE TO THE L SIDE OF THE RWY THRESHOLD TO MISS THE LIGHTS. THE PLANE WENT 30 FT INTO THE GRASS; AND I TURNED TO THE L TO RE-ENTER THE RWY BUT THE L MAIN TIRE HAD BLOWN AND THE PLANE REMAINED IN THE GRASS. I DON'T BELIEVE THIS WOULD HAVE OCCURRED DURING DAYLIGHT. I DON'T THINK I WOULD HAVE BEEN AS UNSURE OF THE REMAINING RWY AND EITHER ABORTED THE TKOF EARLIER OR FORCED THE ROTATION. NIGHT VFR CERTAINLY ADDS A WHOLE ADDITIONAL SET OF UNCERTAINTIES. BOTH MAIN GEAR TIRES WERE REPLACED AND THE ACFT WAS FLYING THE NEXT DAY. MAKING THE DECISION TO LIFTOFF AFTER A LONG LNDG PLACED ME TOO FAR DOWN THE RWY TO ABORT WHEN THE TRIM PROBLEM AROSE. THERE WERE NO INJURIES AND NO SUBSTANTIAL DAMAGE TO THE ACFT.