FLT CREW OF SA227 EXPERIENCE RWY EXCURSION WHEN XFERRING CTL FROM FO TO CAPT DUE TO REJECTION OF TKOF.

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I WAS PIC. THE ACFT FLOWN IS AN SA-227AC; OPERATING UNDER FAR PART 91. I HAD RECEIVED MY IFR CLRNC DEPARTING BRO ENRTE TO ELP. PROCEDURALLY; AFTER RECEIVING TKOF CLRNC; I TAXIED THE ACFT ONTO RWY 13R. WE FINISHED ALL BEFORE TKOF CHKLISTS AND PLT BRIEFINGS. I THEN GAVE CTL OF THE ACFT TO MY FO; IT WAS HIS LEG. AFTER BEING CLRED FOR TKOF; THE FO ADVANCED THE PWR LEVERS TOWARD MAX PWR. AS WE ROLLED DOWN THE RWY; I NOTED A DIFFERENTIAL PWR INDICATION. THERE WAS LOW PWR ON THE L ENG. I CALLED FOR 'MY AIRPLANE;' AS I DID; THE FO RELEASED CTL OF THE ACFT TO ME. AS I TOOK CTL; THE ACFT IMMEDIATELY STARTED HARD TO THE L; I SIMULTANEOUSLY AND IMMEDIATELY ABORTED THE TKOF! DIRECTIONAL CTL WAS A CHALLENGE. THE ACFT MOMENTARILY WENT OFF THE HARD SURFACE OF THE RWY. I WAS ABLE TO KEEP THE ACFT UNDER CTL AND RETURNED IT TO THE RWY. I THEN TAXIED TO THE RAMP VIA THE NORMAL TXWYS. I DID NOT HIT OR DAMAGE ANYTHING (IE; SIGNS OR LIGHTS; ETC). I CALLED OUR COMPANY OPS AND PERSONALLY VISUALLY INSPECTED THE ACFT. NO DAMAGE OR ABNORMALITIES WERE NOTED BY ME. OUR OPS COORDINATED WITH OUR MAINT TO HAVE THE ACFT INSPECTOR BY A LICENSED ACFT MECH THE NEXT MORNING. FOLLOWING THE AIRPLANE INSPECTION BY THE MECHANIC AT BROWNSVILLE AIRPORT THERE WAS NO DAMAGE; DEFECTS OR ABNORMALITIES NOTED. THE ACFT WAS RETURNED TO SVC. FROM THIS EVENT I HAVE LEARNED HOW IMPORTANT IT IS FOR ME NOT TO BECOME COMPLACENT AND TO MORE AGGRESSIVELY USE CRM. THE COMPANY IMMEDIATELY PROVIDED ADDITIONAL TRAINING -- GND AND FLT. I COMPLETED THE TRAINING WITH GOOD MARKS. I FEEL I AM A GOOD PLT THAT ALLOWED MYSELF TO BECOME COMPLACENT. I'VE LEARNED AN IMPORTANT LESSON AND WILL NOT ALLOW THIS SIT TO OCCUR AGAIN. SUPPLEMENTAL INFO FROM ACN 670967: AS WE ROLLED DOWN THE RWY; THE CAPT NOTICED A DIFFERENTIAL PWR INDICATION COMING FROM THE L ENG. HE CALLED FOR 'HIS FLT CTLS.' I IMMEDIATELY THEN RELEASED MY HAND FROM THE PWR LEVERS. THE REMOVAL OF MY HAND LED TO THE DISENGAGEMENT OF THE NOSEWHEEL STEERING DUE TO THE BUTTON'S PLACEMENT ON THE L PWR LEVER. THIS CAUSED THE ACFT TO YAW TO THE L. AS THE SPD DECREASED; THE CAPT WAS THEN ABLE TO BRING THE ACFT UNDER CTL AND GET BACK ONTO THE RWY. I ALSO HAVE LEARNED THE IMPORTANCE OF; WITHOUT HESITATION; IMPLEMENTING THE PROCS DISCUSSED IN A TKOF BRIEFING: 'BELOW 80 KTS WE WILL ABORT FOR ENG FIRE; ENG FAILURE; OR LOSS OF DIRECTIONAL CTL.'