I have to agree with everything that alf has posted. I would not encourage anyone to go against their company SOP's, and I have never advocated that.
As he says, it is up to the individual to commit himself to ownership of his company's procedures and training. Perceived wisdom changes continually, and it is also incumbent on the individual to keep himself appraised of what developments occur in the industry - this is all part of professionalism.
Particularly in view of the Manchester 737 fire, making a turn on the runway as you come to a halt is now an accepted method of reducing the danger to the aircraft and its occupants and slowing the effects of a fire.
Furthermore, if you are going to order an evacuation, you need to know which side to order it, since you will want to keep passengers away from the blaze as they evacuate upwind.
I don't see much problem in PNF, after calling "STOP, STOP, STOP", as the PF brings the aircraft to a gradual stop (aborting from 100+ kts takes a while) identifying which side the purported fire is on and advising the PF accordingly. Since the turn will have been included in the brief, nothing will come as a surprise to anyone and the requisite PA call can be made without further consultation and clarification and everyone is in the loop.
Not to make such a turn is, IMHO, failing to learn from the past.
As for the subject of using reverse, well, that's a call only the man on the spot can make. Aircraft performance manuals state, of course, that the aircraft brakes alone will bring the aircraft to a stop within the distance available, and the editor's decision on that is final
so reverse should not be necessary. If I had heard a loud bang out one side followed by other nasty noises from the general direction of the engine, followed by the flight deck lighting up like a Christmas Tree and further bells and whistles, I would be reluctant to use reverse much, if at all. But as I say, it's a call only the man on the spot can make.