Indeed!
Hopefully, the people who use those brakes will read a bit and understand them before blindly using other people's techniques...
With steel brakes such as on the 747 Classic, any hard braking above 80 kts was likely to result in hot brakes, as was any use of MAX autobrakes. Sometimes it was required, so you just had to wait out the cooling period if you were turning it around... Remember also that 160-80 kts requires three times the energy dissipation as 80-0; so stomping on the brakes at 80 will incur MUCH less heating than doing it at 160...
With carbon brakes such as on the 744, heating and wear is less of a problem, but is still a consideration. Best practice would be to get into the performance charts/tables/app and find out the minimum level of autobrakes needed to stop in the distance you plan to use for rollout. In some cases (e.g., light airplane, long runway such as Rwy 9 at CVG), that level of autobrakes will be OFF. Idle reverse will eliminate residual forward thrust and help a bit with deceleration, allowing you to wait until a reasonable speed to check the brakes and use them for final control when thrust goes back to forward.
There is NO "one-size-fits-all" solution, so use your head and "do that pilot stuff"!