A B757-200 REJECTED TKOF AT 90 KTS DUE TO #1 ENG SLOW TO MAKE TKOF PWR DUE TO #1 ENG ELECTRONIC ENG CTL ELECTRICAL AND SENSING CONNECTORS NOT CONNECTED.

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ON TKOF; WE ABORTED AT APPROX 90 KIAS. WHEN PWR ADVANCED AND AUTOTHRUST ENGAGED IN EPR MODE; #2 ENG DROVE TO CORRECT TKOF EPR OF 1.44. #1 ENG HUNG UP AT APPROX 1.25 EPR. BECAUSE IN THIS AIRPLANE (AND I CONSIDER THIS A SERIOUS DESIGN FLAW) THE THROTTLES STOP ADVANCING WHEN THE FIRST ENG REACHES THE DESIGNATED TKOF EPR; I THOUGHT THAT WE SIMPLY HAD A LAGGING THROTTLE. I ATTEMPTED TO MANUALLY ADVANCE THE L THROTTLE WITH NO RESPONSE. I CALLED THIS TO THE CAPT'S ATTN. HE TOOK THE ACFT AND ABORTED THE TKOF. WHEN COMPANY ENG MECHS EXAMINED THE ENG; THEY FOUND ON THE ELECTRONIC ENG COMPUTER 1 GND WIRE COMPLETELY UNATTACHED AND 3 CANNON PLUGS VIBRATED LOOSE. THIS MAKES ME QUESTION THE MAINT PROCS IN EFFECT HERE. I AM UNCOMFORTABLE WITH THE FACT THAT 4 SEPARATE CONNECTORS WERE NOT SECURED PROPERLY IN 1 ENG. WHEN REATTACHED; THE ENG RAN NORMALLY FOR THE BRIEF FERRY FLT (20 MINS OR SO TO CVG. ENRTE TO CVG; WE FOUND THAT FUEL WOULD NOT FEED FROM THE L WING TANK EVEN WITH THE XFEED OPEN. WE ELECTED NOT TO TURN THE PUMPS ON THE R WING OFF AS WE WERE CONCERNED THAT IF MAINT HAD CLOSED OFF A VALVE FROM THE L WING TANK DURING MAINT ON THE L ENG; DOING SO MIGHT RESULT I A DUAL ENG FLAMEOUT. WE LANDED WELL OUTSIDE THE IMBAL LIMITS WITH +/-11000 LBS IN THE L TANK AND +/-5000 LBS IN THE R TANK. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE RPTR STATED THIS AIRPLANE WAS AN OVERNIGHT STAY AT A NON MAINT STATION WITH NO INBOUND RPTS. THE RPTR SAID ON TKOF ROLL #1 ENG LAGGED BEHIND #2 AND THE SPLIT WAS 1 FULL KNOB. THE RPTR SAID THE TKOF WAS REJECTED AND A CONTRACT TECHNICIAN OPEN THE ENG AND DISCOVERED THE CONNECTORS NOT CONNECTED TO THE ELECTRONIC ENG COMPUTER.