411a, I agree that maybe some smaller companies may operate as you say. However, don't forget that when Boeing wrote their operations manual, they had NO experience of operating it in a commercial environment.
An airline may have 15+ years experience flying a particular type. In my company, the ops. manual and SOPs are still changing. It's called evolution. An airline will have the benefit of hundreds of thousands of hours of operations, including any accidents and lots of incidents they may have had. If, as a result of this experience, there are lessons to be learnt, then they will of course change their SOPs.
Interestingly, some of our SOPs changed recently as a result of a Boeing safety audit, a change that Boeing had brought in as a result of lessons learnt etc.
I think the V1 situation with an engine fire is quite simple. IF you can identify, decide, react, and INITIATE a stop at or below V1, then you should.
There does seem to be a lot of apathy regarding turning to get the wind and fire away form the fuselage. I don't see why it should be so difficult for a 737 / A320 etc. As you decelerate through the last couple of seconds it means turning the tiller left or right a bit. It's never going to be exact, but doesn't need to be. I think the report is quite clear that had the fire not been blown onto the fuselage many more would have escaped.