Our company mandates autobrake use for every landing. Seems like overkill when we are cleared to roll through to the end of a 4000 metre runway, but as the saying goes "It's their trainset."
In the above example there is nothing to say you can't apply some manual braking and cause the autobrakes to disarm soon after touchdown though.
For all other situations I use a table I've created from a graph found in the performance limitations manual, stating the expected ground roll given an autobrakes setting and ground speed on touchdown. You can estimate your groundspeed using TAS and HW/TW component.
The figures seem to work for both the B737-400 and B737-800
So for Autobrakes 1, 2, 3, MAX. the landing roll (from touch-down) in metres is:
120 kt = 1550, 1200, 950, 550.
125 kt = 1650, 1350, 1050, 650.
130 kt = 1800, 1500, 1150, 700.
135 kt = 1950, 1550, 1200, 700.
140 kt = 2100, 1650, 1300, 750.
145 kt = 2250, 1800, 1350, 850.
150 kt = 2400, 1900, 1500, 900.
155 kt = 2550, 2000, 1550, 950.
160 kt = 2700, 2150, 1650, 1050.
165 kt = 2800, 2300, 1700, 1050.
170 kt = 3000, 2400, 1800, 1100.
I add another 400 metres to the above figures to allow for the 300 metres aiming point on the runway and 100 metres for the flare.
If I want to turn off at a certain taxiway, I just look to see on the airport diagram how far it is down the runway, then using my approach speed, airport elevation and temperature, calculate a TAS, apply a headwind or tailwind component from the reported wind, and select an appropriate autobrake setting.
It works beautifully. If I do float a bit more than usual I know just how much extra manual braking I will need to turn off at the desired taxiway, or if I don't think I will make it, I can simply apply manual brakes to disarm the autobrakes and allow it to roll through to the next one. There is nothing worse than trying hard to make a taxiway and only just missing it and then having to roll through to the next one at low speed. If you had have done the calculations above, you would have known in advance that you were never going to make the chosen turn-off and you would have simply kept the speed up and turned off at the next one.
Either way, it minimises the time you occupy the runway.
It also helps for non-normal situation such as engine out landing or flaps non-normal. Again if you have to land with Flaps 15 and associated higher approach speed, you can calculate your ground speed on final approach, and see what autobrake setting is going to have you pulling up with an adequate margin for the given runway length, without blowing the tyre fuse plugs because you unnecessarily overcooked the brakes.
Works for me anyway.
P.S. I just noticed something. As you know kinetic energy is proportional to speed squared.
The distances listed above for 170 kt are twice those of 120 kt.
170^2 = 2890.
120^2 = 1440.
2890/1440 = 2.00.
Therefore I think this validates the data given above.