If you read what Mr Boeing say on FCTM youŽd realize they strongly suggest to use max rev thrust (wich is actually less than 70% of max TO) as the most efficient way to stop our bird...and they are the most interested in show the best way to operate the B777!
No discussion as well that the best way to save brakes is not using it, or using at the minimum.
Well, my copy of the 777 FCTM has the following to say wrt to carbon brake life:
"Brake wear is primarily dependent upon the number of brake applications. For example, one firm brake application causes less wear than several light applications. Continuous light applications of the brakes to keep the aircraft from accelerating over a long period of time (riding the brakes) to maintain a constant taxi speed produces more wear than proper brake application.
During taxi, proper braking should involve applying brakes to decelerate the aircraft, releasing the brakes when the lower speed is attained and allowing the aircraft to accelerate, then repeating.
During landing, one hard, high energy, long-duration brake application produces the same amount of wear as a light, low-energy, short application.This is in contrast to steel brakes which wear as a function of the energy input during the stop.
For normal landing conditions, autobrakes 2 or 3 optimizes brake wear, passenger comfort, and stopping performance. Since autobrake settings apply the brakes dependant upon the deceleration rate, an autobrake setting of 1 will result in a higher probability that the autobrakes will modulate, especially when the reversers are used. Autobrakes 2 or 3 results in a continuous brake application, which can increase carbon brake life."