A CRJ200 PILOT REPORTS A REJECTED TKOF FOLLOWING DEICING DUE TO STIFF AILERONS.

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AFTER DEICING; WE TAXIED TO RWY 36R FOR TKOF. ON THE TKOF ROLL; AT FIRST; EVERYTHING APPEARED NORMAL. RIGHT AFTER 100 KIAS; SOMETHING DIDN'T QUITE FEEL RIGHT WITH THE ACFT; FELT MUSHY AND WANTED TO GO RIGHT. I CORRECTED THE PULLING RIGHT AND BETWEEN 100 KIAS AND V1/VR; THE AILERON CONTROL BECAME STIFFER AND STIFFER. AT THE POINT OF V1/VR; THE AILERON CONTROL WAS ALMOST NON-MOVABLE. HIGH SPEED ABORT WAS PERFORMED; AND I NEVER HAD A DOUBT THAT I WOULD BE ABLE TO STOP DUE TO THE LENGTH OF THE RWY. NO WAY WAS I GOING AIRBORNE WITH LOW ALTITUDE AND NO AILERON. WE TAXIED OFF THE RWY TWO TXWYS BEFORE THE END. PERFORMED ALL CHECKLISTS AND RETURNED TO THE GATE. IF NOTHING IS FOUND WRONG WITH THE ACFT WHEN INVESTIGATION IS OVER; I BELIEVE THE ACFT WAS NOT DEICED PROPERLY AND THE AILERON FROZE. WE WERE IN THE DEICING PAD A SHORT TIME FOR TYPE II & IV APPLICATION.CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE REPORTER STATED THAT HIS ACFT WAS OUT OF SVC FOR SEVERAL DAYS FOLLOWING THIS EVENT. WHAT WAS DISCOVERED WAS THAT THE HYDRAULIC PUMP SUPPLYING PRESSURE TO THE LEFT AILERON WAS LOWER THAN THE RIGHT SIDE AND ADDITIONALLY SOME GROMMETS THROUGH WHICH CONTROL CABLES RAN WERE LOOSE. HOWEVER MAINTENANCE SAID NEITHER OF THESE SHOULD HAVE CAUSED A BINDING. THE RIGHT AILERON AND SPOILERON BOTH RESPONDED EQUALLY WHEN STATICALLY TESTED BY MAINTENANCE AFTER THE ACFT WAS RETURNED TO THE GATE. HOWEVER; THE LEFT SPOILERON DELAYED RESPONDING COMPARED TO THE LEFT AILERON LEADING MAINTENANCE TO BELIEVE ICING WAS CAUSING THE LAG; BUT THERE WAS NO HARD INFORMATION SUPPORTING THAT. IN THE END THERE WAS NO DETERMINATION ABOUT THIS EVENT'S CAUSE. THE CREW DID HAVE THE OPPORTUNITY TO DEMONSTRATE THIS EXACT SCENARIO IN A SIMULATOR; THE ACFT CRASHED AT THE END OF THE RWY. THE CREW CONCLUDED THAT THEY WERE AT MAX PERFORMANCE UNDER THESE ICING CONDITIONS.